The Model Yachtsman: Volume 1, Number 10 – January 1929

aa AYACHTSMAN MODEL =) ——~ A —~ rome +g” WEL 1. > Pe 0. January, 1929 January 1929 The Model Yachtsman. , Ww. J. Established 1906. DANIELS, begs to announce that he has never discontinued making SAILS, and that all Sails supplied by him are entirely his own production. Sails of the best ‘‘Swallow Wing’’ Silk Union only. This Cloth has been shrunk and miidew-proofed. Price ready for attaching to spars 1/3 per 100 square inches. This Speciality Cloth is obtainable only from me. 36ins. wide, 3/= per yard, Post Free. MODEL RACING YACHTS to any Class or Rating a Speciality. Models supplied at any stage of completion. Designer and Builder in every detail of the following successful Class Racing Models. **A’”’ CLASS. 10 METRES. 6 METRES. 18 FOOTERS. *‘Invader,”’ ‘‘Crusader,’’ ‘‘Defiance,” ‘Intruder,’ ‘‘Modesty,” “Ella,”’ ete. *Viola,” winner of BRANDRAM Cup. Designer of ‘‘Penguin.”’ ‘Nancy Stair,” winner of ScotrisH CHAMPIONSHIP. “Briton,” winner of Nyria Cup. “Golden Guinea,” ‘Sans Pariel,” etc. Every DANIELS’ Boat has always reached the Finals in the INTERNATIONAL RACES at Gosport. Designer and Builder of Four Consecutive INTERNATIONAL CHAMPIONS. FITTINGS OF Steering Gears, etc., Spars and ~. Phone: 4708 Clerkenwell. LATEST Sundries made to PATTERN. Customer’s requirements. Workshop: 331, St. JOHN STREET, LONDON, E.C.1. = AAALA SALES AND WANTS. 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. Acharge of 6d, extra to cover postages is made for ‘Box”’ Replies, care of these offices, The following words must appear at the end of advertisement; ‘Box——, ‘Model ‘achtsman”’ Offices, for which usual rate per word will be FOR SALE. 42in. Sailing Model of “ Moray Firth,” topsail Schooner, (class now extinct), complete in every detail. Box 74, “Model Yachtsman,.” FOR HIRE on Broads next summer. Smart 5-ton Sloop, “Blue Bird.” Privately owned, full inventory. Reasonable terms. Book early. For full particulars apply A. R. Pike, “The Bungalow,” Caister-on-Sea, Gt. Yarmouth. charged, When (Advertisers need not include our full address). replying to a “Box No.” Advt., address your envelope: Advertiser, Box——, ‘I’he Model Yachtsman,” Golden House, Gt, Pulteney St., London, W.1, Advertisments for these columns must be accompanied byaremittance, 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 advertising Boats for Sale or Wanted advertisers should state where possible, “Class of Boat.” These will be classified under their separate headings; wunclassed Models, and articles other than Boats, under Miscellaneous, WANTED. Rubber thigh Boots. London Club is anxious to secure several pairs. Preferably of large size and in good condition. Apply Box 75, “Model Yachtsman,” THE YACHTSMAN if – = ——— A Vol. I. MONTHLY tt _— MAGAZINE —_ FOR MODEL YACHTSMEN. No 10. JANUARY, 1929. EDITORIAL. A Happy New Year to all our readers, and a successful year to the sport of Model Yachting ! Recently we found in our Mailbag a cheery screed from a reader up-country in New Zealand. It gave Time flies and it seems only yesterday that we many interesting particulars of model yachting way launched our first number, and in a month or two The Model Yachtsman will be celebrating its first anniversary. It has been a busy year for our staff, but the numerous appreciative letters which we have received from readers in all parts of the globe, has been a reward for our work, and a proof of the universality of our sport and the need of a magazine devoted to it. We admit that we have keen a little disappointed that after a big jump in the first few months, our circulation has not continued to rise as rapidly as we should like, but we believe that our magazine is far more widely read than its circulation even would indicate. The copy on the club table is really our enemy, as it is the enemy of all magazines devoted to our parent sport, yachting. It certainly gets us known and read and spreads our influence, but it is inclined to mitigate against men buying the paper for themselves and thus may tend to prevent our circulation growing. We want as many model yachtsmen as possible to buy our paper and take it home. It is to their own interest to do so, as the more copies we sell, the bigger and better magazine can we give them for their money. So far, this magazine actually shows a deficit, not a very large one it is true, and at the present moment it is actually more or less paying its way, but what it means is that we cannot increase. The crucial time will be when tke time comes for our subscribers to renew their subscriptions. Meanwhile, will subscribers in their own interests get us new readers, down South, but as it was marked *‘ Not for Publica- please ? tion,’ or words to that effect, we are unable to share with our readers the pleasure it gave us. It is always interesting to hear from model yachtsmen in out-of-the-way places, and we hope that more of our readers will write us. In a magazine such as this, there are certain subjects that must be dealt with. For instance, we are publishing at present a very fine series of articles on plank building and next winter we hope to deal with bread-and-butter construction. When these have been treated, we shall not have to expend the space on them again for a while. We have some very fine matter on the subject of rating rules which we have been obliged to hold over pending sufficient space, also an article on aerodynamics, and several other interesting technical articles. Again we have some good matter for our readers who are interested in prototype models, but the present series of articles on the Clipper Ship rigging had to take precedence. Once we get these standard subjects into print so that readers can always refer to them, we shall have accomplished a great deal and be in a position to branch out a bit. We have in view a series of articles on designing, also one on the histories of famous model yacht clubs. What we really want is more space and readers must help us by pushing our paper amongst their friends so that we can afford a bigger magazine. Then we shall see ! THe Eprror. 142 The Model Yachtsman. January 1929 & GENERAL ~ ARRANGE MENT for MODEL YACHT 6Metre Class(I¥YRU) (Scale |gin.= |Faot) Lutt-68:9″ Mainsail-10 0°” \ Foresail= 360 trat) SP Hoist = 50″ SFE Foot =17″ Foot of Sail= 29″ January 1929 ENLARGED The BODY Model Yachtsman. PLAN FOR 143 6-M. MODEL. Designed by G. W. Munro. Full lines were published in our last number and Sail Plan is given on opposite page. January 1929 The Model Yachtsman. 144 OUR DESIGNS. This month we publish the leadline for the little 36” l.o.a. yacht designed by Mr. A. W. Littlejohn, which we published in our issues of September and October last. We have received enquiries from as far away as Cape Town and Canada for the leadline of this little boat, and believe that at least thirty or noticed that we are now facilitate matters therefrom. for those who wish to build CORINTHIAN A mistake was made last month in stating the spacing of the buttocks and waterlines of Mr. G. W. Munro’s I.Y.R.U. 6-metres (12 ins. to foot scale). The buttocks are spaced 1.23 inch and waterlines 1.0 ins. We also did not state that she was a wee 6, and we believe that in certain quarters this may have led to confusion. The A-class was originally known as the Y.M. 6-metre class, but this was two seasons ago. In our present issue we publish the enlarged section plan and sail plan of this useful little model. LORNE We also publish the waterline and enlarged section plans of the “ Modelised *” Lorne Corinthian Dinghy, which appeared in the December number of The Model Yachtsman. The fin of this little craft should be of stout sheet brass and the lead bulb made in two halves and bolted through. The hull and rig should weigh 3 lbs. to 34 Ibs. and the bulb 6lbs. This weight allows for the scale weight of the model plus weight of crew. It is slightly on the generous side, being a little over the actual scale weights, but the model wil! be improved by the increase. A real dinghy gains so much stability from her crew sitting up to weather that the model Columns) for the sum of 21/— post paid. We are sorry to disappoint 10-rater men about their design, but are arranging to publish a good 10-rater design early in our second volume. A Glasgow reader has offered us a prize for a designing competition, particulars of which we hope to announce in our next number. %” above 2″ W.L.G6— “ below ‘” é – WL Gia. 9° great interest to readers. She is a very good specimen of this designer’s work and will make a most reliable and fast model, that we can heartily recommend our readers to build. Arrangements have been made whereby sets of blue prints, full-size, can be supplied by Mr. Daniels (Vide Advertisement wt q~ February and March numbers, and should be of W.L.2 We promised our readers a further 10-rater design from the board of Mr. W. J. Daniels. Owing to pressure of business, Mr. Daniels has not been able to do this, but he has furnished us instead with the lines of an A-class boat. This will appear in our Cwoe This wei. needs a little extra weight to compensate. should make a fine healthy little boat. Norn. have DINGHY. will “MODELISED” Readers including a scale on published designs which may The fraction }” above and below I.w.l. are not clear in above block. forty models are being built from her lines. January 1929 ‘ OP, The Model Yachtsman. a PO 3 l RC 4 a 5 LT 6 7 _t [ ‘y 145 & 3 | y J L [4 2 n-= let SIZE AT 2 LOD B. 122 (Se ea INS. . a 9.A. 875 3e.INS. “MODELISED” LORNE CORINTHIAN Enlarged Body Plan. DINGHY. 146 The January 1929 Model Yachtsman. coos Soe. NORTH OF ENGLAND M.Y.U. IN THE MIDLANDS. BIRKENHEAD M.Y.C. MODEL A General Meeting was held on November 8th, with Mr. J. Kirkpatrick in the chair. After the routine business had been transacted, a Code of Rules was passed. The Club have been lucky enough to have several very handsome gifts which should be of great assistance to this new organisation. Mr. R. H. Hornby (of the Boat and Launch Builders of that name) has kindly promised a Silver Cup to the Club’s Junior Section, and also presented the club with a flagstaff which will be about 40 ft. high, including topmast. Mr. Perry of the old established firm of Sailmakers, has presented the Club with a burgee, bearing the club’s design, which consists of a white “b” in a white circle on a red ground. The Chairman, although a life-long power-boat enthusiast, has kindly offered a prize value two guineas to the Sailing Section. Mr. H. Almond, an old member of the Wirral M.Y.C., has also offered a prize value one guinea to the Sailing Section. Mr. J. G. Feltwell’s design of “‘ Pat’? was exhibited at the meeting and it is hoped that ere long there will be several A-class yachts on the stocks. SIDNEY PARK M.Y.C. The Club’s final race of the season took place on November 10th. This was for Club prizes and to determine the holder of the silver challenge cup and gold medal presented by the T’elegraph for the best performances of the season. The trophy was won by “ Thistle,’ W. Twyman, with 50 points of a possible 81; SS RSORY AF, giving a percentage of 61.72. “ Ginivra,” S. Roberts, was the runner-up. Seven competitors took part in the race which was held in a strong South-Wester, with rain. Mr. Reich acted as Commodore and Mr. Carter as Starter. ‘Result :— ** Annie,” J. Bradley, 5; “* Thistle,’ W. Twyman, 5; ‘“‘ Thais,” H. Chanter, 5; ‘‘ Ginivra II,” S. Roberts, 3; “Minx,” W. Mawer, 2; “ Doris,” I. Roberts, 1; “‘ Circe,”’ H. Parker, 0. Possible score, 6 points. The class used was the 8.M.Y.C.’s restricted class. YACHTING IN BIRMINGHAM. At last the City of Birmingham has awakened to the fact that the sport of model yachting is a great and growing one. Permission has been granted for sailing models on the lakes in Salford Park, Witton Lake, Swanshurd Park, and Trilliford Mill Pool. Of these the lake at Salford is larger than Gosport, but, unfortunately, there are also rowing boats on it. Various necessary improvements are being made at these lakes to make them suitable for model sailing. For a permit to sail a model yacht, a fee of 5/— is charged for the season, and the Corporation take no responsibility for damage to models by rowing boats or motor boats. The size of model is limited to 6 ft. 6 ins., and permission is given for yachts to be stored in the rowing boat sheds at owner’s risk when space can be found for them. Undoubtedly this is a great step in the right direction, as hitherto model sailing in Birmingham has been on tiny pools. It is a great pity that the City Fathers have not gone the whole way and put aside a good lake solely for the sport and either provided or given permission for the erection of a clubhouse. However, this may all come later. At present, the next step is the formation of a club. Mr. W. H. Davey, 3, Maple Road, Bourneville, Birmingham, who has been instrumental in getting these concessions from the local authorities, is now engaged in forming a club, which will be known as the Birmingham M.Y.C., and will be very pleased to hear from anyone interested. A HAPPY RESPONSE. In our last issue we appealed to readers for as many as possible to become subscribers so as to assist us to estimate the numbers to print each month, a Model Yacht Club in the far North immediately responded by taking the number of subscriptions that we had previously supplied them with each month. Bravo Bonnie Scotland! _ Curiously, a higher percentage of Scottish model yachtsmen read our paper than south of the Border. Come along you model yachtsmen, send along your orders and help us to make The Model Yachtsman bigger, better, and brighter. January 1929 The Model Yachtsman. 147 An interesting craft now well advanced in construction is “ Ailsa,’ Mr. J. A. Stewart’s adaptation of Captain Turner’s latest design. This boat is being planked in fine mahogany and should do credit to Mr. J. McKinnon, who is building her. It would be very instructive if ‘‘ Artemis,” the original of this design, could pay us a visit next year in Glasgow. Racing these two together should provide some useful data as to keel forms. Both of these designs give one the impression that they should be very speedy and powerful little yachts. If a criticism is permitted, the sail areas appear on the small side, but time will show whether this is so or not. Whilst we were in Mr. McKinnon’s workshop we had a look at the diagonal-built model which was illustrated in the May number of THe MopEn YACHTSMAN. Apparently the builder has been so full of work on craft for other people that he has not yet had the time to finish his own boat. She should, however, get afloat early next season. In any case, Mr. McKinnon deserves credit for attempting the experiment of building a model on the double diagonal principle. The West of Scotland M.Y.C. has been very fortunate in recruiting Mr. P. J. McGregor, as he has great experience with real racing yachts, and a number of very interesting designs have appeared in our contemporary The Yachting Monthly from his board. He is now building a wee 6 model. The design of this boat presents a number of unusual features. She has a very short waterline and light displacement, and her performance will therefore prove instructive as the tendency to-day is for bigger and yet bigger boats under the rule. This boat and ** Ailsa’ may be considered as the two opposite extremes. Her building is being conducted on a different system to what is usual in Scotland as her frames are bent and set up alongside the moulds, instead of over them. The ribs, which are of elm, are set up so that they fair with the shadows. The planking will be of pine and the boat finished painted. The fittings are lighter than usual and aluminium tubing is being used for the spars. Her name has not yet been decided on, so we are unable to give it. another 12 is in view. The Elder Park M.Y.C. do not seek the limelight but the members are a very enthusiastic body, and each year they turn out an extraordinary number of new boats, and mostly good ones at that. We hear that as usual they will have quite a few new ones ready for next season. The Victoria M.Y.C. are a stalwart band of enthusiasts. We recently passed through Whiteinch where we saw them still carrying on with the season’s racing. The ground was more or less covered with snow, whilst the water was almost frozen. It requires real keenness to carry on under these conditions. Since the Scottish Commodore’s amusing article appeared in our last number, we have been inundated with questions as to which of the gods were referred to. We were ourselves rather in the dark and accordingly we got out the old Classical Dictionary. After a prolonged search we at last came to the goddess Hecate. Hecate was the goddess of the moon and moonshine; she had power over the sea and fishermen ; she was goddess of the underworld and the dead, and of ghosts and nightly apparitions; and the patroness of black magic. Sundry scenes after races with a yacht, a tank of water, pins and magic incantations came to our memory, and we wondered whether we had guessed aright. Glasgow recently had a visit from a square-rigged ship, the first for about four years, and a number of model yachtsmen went to Queen’s Park to have a look at her. There seems to be an attraction about these interesting old craft which model yachtsmen cannot resist. We were privileged to go aboard and meet the officers. When it was known that we were interested in models, we were taken along to the carpenter’s shop to see a. model of the ship herself. This had been made during the voyage from Australia by one of the apprentices and was a very creditable job. The scale was one centimetre to the metre, and the lad must have gone to great trouble in scaling her down correctly. What appealed to us most was the keenness of these young seamen, some of whom had done a considerable amount of yachting in Sweden and Finland. ain ow We hear that our friend, Mr. G. W. Munro, having heard of the threats to take away some of the numerous cups he holds with ‘ Thelma,” has now got out his drawing-board, so presumably sealantad Since our last notes appeared in print, there is little actual sailing to report, but on the other hand most of our model yachtsmen seem busy in their workshops with constructions for next season. Undoubtedly the “‘ wee” 6 is the coming class in Scotland and I have had the pleasure of seeing a number of these in various stages of construction. ‘ahh : ae 4. ¥ The Model Yachtsman. January 1929 oe Ge 149 The Model Yachtsman. ~~ ens eee /\/ 7 / Jauuary 1929 GMAST #; yy ge t— © ete i “Patsy,” M.Y.A. Gosport U.S.A. International We are indebted to our American contemporary, The Model Yacht, for the plans of “Patsy,” which are published on this page. Representative, As ‘Patsy’ morally’ Regatta, August 1928. preference to his own boat “Slipper, as he con- sidered that she would have a better chance of success under the conditions usually prevalent at beat the British representative last summer, though the Cup stayed this side by the narrow margin of Gosport. six inches, her design is well worth study. used in this country unless the builder is content to ‘‘Patsy” may not be our ideal of a boat under this rule but she is a clever design nevertheless, and the skilful building by which such a high proportion of her total weight was in the lead keel is remarkable. We our- selves really think that the rule calls for a larger boat than either “Patsy” or her British opponent “Little Nell.” “Patsy”? was designed by her owner,Mr. Reynolds, in conjunction with the celebrated American model yacht designer, Mr. F. T. Wood, and it took nearly two seasons to get her tuned up. Actually she came second in the American Selection Races, but the winner, Mr. Joe. Weaver, decided to bring her in Important Readers are reminded that this design cannot be create a boat that will not be eligible for the British As we are publishing an Championship Races. A-class design by Mr. W. J. Daniels, next month, our readers will have the opportunity of comparing this American design with a first-class British design. The dimensions of all international competitors were given in our October issue, but we will repeat “Patsy’s” principal ones. L.O.A. 63°562”, L.W.L. 43°97″, L.W.L. Beam 12°56”, Max. Beam 13”, Draught 10°437”, Q.B.L. 41:24’, Penalty Nil, Displacement 37°93lbs., Lead Keel 31lbs., S.A. 1980 sq. ins. Notice to Readers. The Re-print of the April number of THE MODEL YACHTSMAN is now ready and can be obtained from these Offices, price I)-. 150 The THE Model Yachtsman. FULL-RIGGED January 1929 SHIP. Part III. By Dick DapeyeE. In my last article I described the method of turning deadeyes into the shrouds and reeving lanyards. The illustration now given should make matters perfectly clear. The rest of the gear for the square sails led from the tops of the lower masts down inside the lower rigging and belayed under the bulwarks. The system on which the gear was led down the swifters All halliards of the fore-and-aft sails led down the masts through holes in the tops and belayed to the fife-rails round the masts. The masts also had spider bands round them as plenty of places were needed to turn up all the gear. swifter belonged to the lowest sail on that mast, the gear down the next swifter was the next sail above and soon. Thus the gear for the topsail was forward of that for the topgallant and royal. was very simple. The fore-topsail halliards went to port, main topsail halliards to starboard and mizen to port. Topgallant halliards went on the opposite sides to their respective topsails (i.e. fore to starboard, main to port, and mizen to starboard). The royals went on the same sides as their respective topsails. This system was the same in every ship so that there was never any doubt. The same idea of The sheets of the lower topsails were of chain and led down from their quarter blocks to the spiderband and belayed on the fore part of the mast. The clews of the upper topsails were sometimes shackled direct to the lower topsail yardarm, but later had chain sheets led through sheave holes at the lower yardarms. These sheets were led inboard putting the halliards alternately was used in four- masters and also in ships with double topsails under the yard to the midship blocks and had a small tackle on that end and set up at the fore rim of the tops. In order to take this rigging a wooden bar about three inches square was seized to the lower shrouds at the point where they were cut by the futtock shrouds. Another batten with holes in it was seized inside the shrouds about six ratlines from the bottom and the gear led through these holes. The sheets for the topgallant and royal followed down the mast and belayed to the spiderband on each side of mast. Further Surther Rigging Details Details Yard Truss. Swivels The gear led down the foremost of a at 2c. Full -Rigged a. : Ship. 1840-1880. of– Seizings. “oO. Bo ‘OO. ate . > R e rae ae o T- Grauti ngs Ww P~ Boom Iron ~ Sheet Sheave. W vid) as ci, (iar r __osail Sard xd Re1gging . ~ Lifts. L~Li§t Blocks F~ Iron JacksTo G~ Stirrups. Gia | Footropes. * M~FI ~Flemish rs N—Halliard Beck Spanker Qoosene cK ” Se ee Jannary 1929 The Model Yachtsman. 181 The lower yard lifts were really the only ones that worked. A wire led from the yard arm through a block shackled to the side of the cap. The fall hada luff tackle purchase beside the mast to trim the yard as required. trusses, but instead of the hoop clamping direct to the mast, it had a sort of tub of wood or iron In the merchant service the other lifts were single and shackled at the vard arm. They were fast at mastheads with a lashing to strops, so when the yard was lowered they just took the weight as the yard came to the caps. The upper yards had a downhaul on them pulling them down and forming the lift for the lower yards. When double topsails were fitted, the lower topsail yard was slung from an eye welded to the fore part of the cap and was slung with a similar truss to the upper yard. This had an iron standard under it to take the weight with the lower end in a ball socket on the top. The upper end was held in eyes under the yard. In most cases a short pennant of wire about six For the upper yards, small ships had wooden chocks on the yard and an iron half-hoop hinged at one end and held at the other with a pin, forming a sort of latch or gate. Big iron ships had similar feet long with a block on the end was shackled to the yard arm for the braces. The main braces had a bumkin (or iron outrigger) fixed on each quarter outside the ship. This consisted of an iron bar hinged to fold aft against the ship’s side out of the way when necessary, and had a chain abaft it to take the pull of the braces. A purchase was rove through the block on the pennant and the hauling part led through a block on the bumkin through a sheave in the bulwarks and belayed to a cleat inside. The main topsail braces also led to this bumkin but were inside the main braces. The usual method of rigging the topsail braces was to have a wire shackled to the mizen mast head leading through the block on the pennant at the yardarm, and terminating in another block. The brace itself was shackled under the mizen top and went through this second block to the block on the bumkin through the sheave in the bulwarks and belayed to a cleat inside. If double topsails were fitted both upper and lower topsail yard braces were similarly rigged. The braces fore the foreyard and foretopsail yard were similarly rigged and led to a bumkin just forward of the main rigging. The braces for the crossjack and mizen topsail yards led to the mainmast under the top. The former had a gun tackle purchase like the other lower yards. The topsail yard braces were wire with a block and whip, but the rope whip shackled at the topmast cap with hauling block at the lower cap. The braces for the upper yards on the mizen led through blocks on main topmast head. They were sometimes of wire with a small whip below belaying on fife rail. Some ships, however, used rope for the upper braces, and others fitted them in the same manner as the topsail braces. A diagram showing these will be published with my next article. The lower yards were slung to the mast with a truss, and the weight was taken by a short chain lift which was shackled to an eye on a band in the centre of yard and an eye on the mast close under the top. My illustration shows a pattern of truss in common use, though these varied slightly. The topsail yards could be hoisted or lowered as required and were fitted with parrals round the mast. These parals consisted of a fitting very similar to the lower yard inside it. This was leathered and well greased, and slid up and down the mast. The depth of the tub was the same as the diameter of the mast. trusses to those already described. The yardarm fittings are shown in our diagram, but in ships that did not carry studding sails, the quarter-irons and boom-irons were not fitted. The iron jackstays ran through eye bolts or staples on . the top of the yard about a couple of inches forward of the centre. (To be continued.) A SAILING MODEL OF THE “ CUTTY SARK.” Mr. Robert Leask, Jnr., Burgess Street, Lerwick, who is a foreman to Messrs. Hay and Co. (Lerwick) Ltd., has recently completed a fine model of the famous clipper ‘‘ Cutty Sark.” The hull is four feet over all, and painted black with white ports, and the rig is an exact model of the ship’s. Square sail models used to compete in races organised by a former Lerwick model yacht club. The model was recently given her maiden trip on Clickimin Loch, and looked exceedingly well on the water. In her miniature way, the little vessel justified the claim that one of the loveliest sights in the world is a full-rigged ship under sail. She also displayed a very creditable turn of speed, and the builder received many congratulations of the all-round excellence of his work. ROTOR SHIPS. We do not know whether a rotor driven model has ever been tried. At the same time, it is interesting to hear that the first rotor ship of which we all saw pictures in the press, was sold to America two years ago. A second rotor ship which was considerably larger than the first has for some considerable time been making regular sailings in the Robert N. Slomann Jr. Line. This ship, the ‘‘ Barbara,” which is fitted with three large rotors, actually belongs to the German Navy, and took part in the manceuvres in the Baltic last year. Last winter she encountered heavy gales in the Mediterranean and came through very satisfactorily. A further large ship is now to be built, 152 The Model Yachtsman. January 1929 Mr. W, J. Daniels in his Workshop. SOME CONSIDERATIONS OF AN ON THE INTERNATIONAI. SELECTION B-CLASS. By W. G. DANIELs. As I understand that the International Model Yacht Racing Association is considering the question of a “B” Class, I would like to put forward the following points for consideration. The first consideration is the object of forming the Class and what is intended when it is established. I feel that an extra International Race on the lines of the present “A” Class event is too ambitious at the moment, but should this class be generally built to, there is no reason why a “ B” Class event could not be run at the same venue immediately after the major event. There is, however, a general demand for a Class smaller than the “‘ A,” and the question is, should this class be to a rule intended to encourage the rule of thumb men or a rule on the lines of that of the governing body of large yachting ? If the former is the project, there would be nothing better than to institute a 5-rater Class under the old Length and Sail Area Rule, but as there is already the 10-rater to this rule, no useful purpose would be served, neither would a class on these lines be likely to prove of International interest. It would, therefore, seem that the correct direction to take would be to follow the rule governing large yachting, which would allow the M.Y.A. to say that their “‘A”’ Class represented the ideals of model yachtsmen, and that the “B” Class was in conformity with the ideas of full-size racing craft. However, in order to maintain the latter contention it would be necessary to more strictly follow the Y.R.A. Rule than has been done hitherto. It has been the practice up to the present to ignore certain details in the manner of measurement, but if we are to put forward seriously a class of model which represents a class at present existing in the full-size it will be absolutely essential that proper consideration must be given to each and every factor, and not ignore details that are considered inconvenient. lf we follow the Y.R.A. International Rule for the “B” Class, it will be necessary to take into consideration the fact that full-size yachts built to this rule are measured without crew. The scale weight of a crew should, therefore, be determined, and the owner compelled to carry this weight inside the boat wherever he cares to put it. The sceptical ones might at first sight feel that this loose weight might lead to some form of cheating, but to attempt to gain advantage by having this weight other than permanently fixed would certainly bring its own defeat. Firstly, if the boat was upon her proper sailing trim with it, to leave it out altogether would certainly make her above her bearings and erratic. If it was continually being shifted for varying winds, it would take a very skilled sailer with an uncanny aptitude of anticipation to correctly judge conditions sufficiently for advantage to be gained by alteration of trim, any 153 The Model Yachtsman. January 1929 It might also be pointed out that to ignore the crew weight also alters several other measurement factors, such as draught, girth, L.W.L., and the displacement demanded by the latter, so that however economical might be the factors chosen for a model with the crew weight ignored, the design might still further be advanced by following the rule exactly. Apart from the ‘ B” Class in particular, I feel that the M.Y.A. should have at least one Class which conforms strictly to Y.R.A. Rules. It would seem that the present moment is an opportune one for establishing a Class suitable for those who feel that the “A” Class is too large for their requirements, and the Rule governing large yachts now having been definitely settled, we can go right ahead without that uncertainty that existed while the elimination of certain factors was in question. There seem to be three Classes of Racing Model Yachtsmen to cater for. Firstly, those who persue the sport in its highest form under a Rule which can only be altered with their own consent. Secondly there are those who wish to follow on the lines of full-size craft, and prefer a small Class of model. Thirdly, those who are interested in a rule that gives them unlimited scope for the exploiting of speed form with no other considerations, and this is provided in the Ten Raters. THE BIRTH Part 4. OF It therefore remains to establish a Class catering for the second interest, which must of necessity be to the LY.R.U. Rule. All that the M.Y.A. has now to settle is the scale to which the Class shall be built. With these three classes, the M.Y.A. covers all demands that should be put upon it. Other classes may be favoured by particular men and Clubs, but it is not up to the M.Y.A. to provide events for them. If the scale of 1.66 inches to one foot is adopted, with the crew weight removed from the boat, it would mean that all the present boats would come in, and perhaps be allowed a little more sail. New boats would, however, tend to be slightly longer on the L.W.L., with consequently more displacement. In the full-size yachts (although as proved in my Six-Metre ‘“‘ Josephine” the fin and skeg type is possible in spite of the heavy penalty put upon that type by the demands of Lloyd’s extra heavy strengthenings) it is quite possible in a plain keel type under Lloyd’s scantlings to achieve 60 per cent. of displacement in the weight of lead keel. Few model men build lighter than that, and scantling restrictions are, therefore, hardly necessary for models. The follower of the plain keel always has the advantage of getting his displacement with a slightly smaller area of midship section. THE TWINS. “Cutting their Molars.” By THe ONLOOKER. Both “ Dash” and “ Blank” have now passed out of the “ Birdcage” stage shown in the photos published last month. At least this is what they were called by one of the Skipper’s lady friends, who saw them in frame! Another lady on being told that all the battens, moulds, etc. were only temporary and coming off, said that she would prefer to see them when the work started ! Anyhow, they can now really be described as boats. As mentioned in an earlier article, the second boat was slightly altered from the first, but I found that our friends had simply shortened her in the ends (or overhangs). The second boat is about five inches less overall, and a flat transom has been fitted. This requires no explanation as it was done in the same manner as the fashion piece of the other boat. Just prior to starting the planking of the second yacht, the Skipper received a copy of an American journal, The Model Yacht, and he read therein that the weight of last summer’s American representative; “‘ Patsy,” was about 3 lbs. excluding lead. (Our contemporary made a mistake, the weight should have been given as nearer 7 Ibs—Ep., The Model Yachtsman). After discussion with the Engineer, the Skipper decided to plank the second boat with } inch sugar pine. Otherwise the construction was exactly the same as the first boat. The Skipper tells me that he would not plank a boat with this wood again as he found it split so easily. At the same time, many others have used this wood and found it satisfactory, but I should imagine that it would not prove very good for the Skipper’s method of springing the planks on. The boat accordingly acquired the title of the “Crepe-de-Chine Flapper.” Beyond this, there is nothing fresh to report about this boat. In the meanwhile ‘‘ Dash,” the first of the Twins, has had the mast-step and chain-plates fitted. The former was made from nickel steel and is simply a comb with teeth 4 inch wide and deep. This is fitted into a slot in the deadwood which strengthens the backbone at the forefoot. Another method of making the mast-step is from brass square section hollow rod. The chain-plates are somewhat unusual in construction. They are also of nickel steel and have six holes for the shrouds in the upper edge. The The lower edge is turned over for 4 inch to form a flange which lodges under the shelf (or inwale), and slots cut to clear the ribs. They cannot, therefore, be pushed down, and at the same time the strain of the shrouds is spread over the whole length of the plates. Filler pieces between the plate and the planking keep them firmly in position. These The Model Yachtsman. metal and are held in position by two 3; inch brass bands sweated to the stock. As the rudder tube is cut off square, the stock has no up-and-down play when the pivot plate is set hard up. The upper end of the stock is split for about half an inch down after being threaded for about an inch down. Into this is screwed a very fine taper set screw. The quadrant fittings were drilled out as much as possible for lightness. The gye eyes are made in a similar manner, but are only + inch wide. Many builders of A-class models consider it advisable to put a metal strap from the inwale to under the mast, but the Skipper did not think it necessary with this form of construction. (or maybe some other gadget, for the Skipper has The Engineer was responsible for all metal work, and I was shown the rudder fittings which he had made. As these differ considerably from usual practice, I will describe these at length. The usual brass rudder tube is fitted, but it is 2 inch diameter inside. This is halved below the body of the boat, but the cut is square off. At the heel of the skeg a small brass plate is fitted and screwed into position. This is recessed and has another brass plate on the bottom of it which makes a flush finish to the skeg. The bottom plate is metal screwed to the first plate and has an ordinary drill countersunk hole on the upper face to take the rudder stock. This plate is easily removeable to unship the rudder. The rudder stock is } inch outside diameter brass tube, and the tapered pivot at the bottom is solid and rivetted through the stock. This stock is fastened to the wooden blade of the rudder ky two small brass screws which set It was necessary for this to drill } inch holes through the fore side of the tube, so that a small screwdriver would pass to set them up. Over the stock itself is bent a strap of brass which is rivetted through the stock. The ends of this strap extend } inch over the rudderup on the after side of the tube. January 1929 not yet decided that the Braine gear is the best) will have a tight fitting hole over the stock and a small collar on the underside. The quadrant will then be easily centred and the set screw will lock the whole firmly together without any backlash. Before I close, I might add a little more about tools. In finishing off the outside, I found my friends using some special files which had been ingeniously made by the Engineer. He cut lengths off the ordinary half-round and flat files and mounted them into blocks of wood, and these proved very handy. For glass-paper blocks, pieces of flat sheet rubber about 3 in. thick were used, and a pice of two-and-ahalf inch rubber hose for the hollow sections.~ These were obtained from a garage. On the second boat a “Slocum” drill was used to bore the holes for the screws with which she was fastened. I believe that this tool is really meant for a centering tool for metal work. The size used had the small drill about } in. long, which went through the planking nicely, and if a small part of the larger drill was brought into play a nice countersink was made for the screwhead at the same time. Both boats have now received priming coats of paint, and are being rubbed off as soon as dry. They are strung up to the roof of a garage where a central heating boiler is fitted, so that they should become properly dried out before finishing in the blade, and are fitted flush and through rivetted. From the foregoing description it will be seen that though the stock fitted the tube nicely below the boat, it was still only a } inch stem in a 3 inch tube at the top, where it passed through the hull. This was done in order to allow a roller bearing to be fitted at the upper end close under the desk. The rollers for this bearing were made of specially hard way of stopping and painting is done. Next month I hope to tell you about the decks and fittings. (T’o be continued.) T 1 1 — T Lead Line for 36“ L.O.A. Model designed by A. W. Littlejohn, published in T’he Model Yachtsman, September and October, 1928. alin 154 Ye 155 Treeser eee ag eroee The Model Yachtsman. The Editor accepts no responsibilly for opinions expressed by Correspondents L etters intended for publication must be brief and to the point. length and must be written on one side of paper only, They should not exceed 500 wordsin Correspondents are requested to read our note on this subject on page 156. A-CLASS MEASUREMENT. I enclose a useful equation for finding the square root of Sail Area allowed for an A-class model, where L and D are known. 3 ¥D (4R — L) = where v8 3 V7D+L D = Displacement R = Rating (39.37). L =Length for Rating. I have tested this on a number of boats and so far have found no flaw in it. Its use is obvious as when a boat is slightly over rating, it tells us at once how much sail has to be taken off to bring her into rating, or when designing now much sail can be Under such restrictions, I venture to think that many good boats would be evolved, easy to build, easy to sail, and easy to carry about. Maybe others have different views. Yours faithfully, J. McGUFFIE. “ Sundoan,”” Runswick Road, Brislington, Bristol. THE B-CLASS. Sir, Some months ago in the columns of your contemporary, The Model Engineer, Admiral Gillett proposed this rule for measuring B-class models :— L+ S.A. + 5B + 4D given. Yours faithfully, W. H. BAUER. Measurer, M.Y.8.A. (Kensington Gardens), 33, Moscow Road, London, W.2. THE dent Ee a January 1929 NEED OF A SMALL CLASS. Sir, There appears to be a desire on the part of many model yachtsmen to have a small class of boat, about 36 inches over all. In the November issue of your paper, “ Yardstick’’ wants a 3-footer, a Birkenhead reader suggests that a simple measurement rule is wanted in order that the younger generation may be attracted to the sport, whilst “Manzi Kanza’”’ tells of races at Queen’s Park for boats of 36 and 18 inches ].o.a. If such a class is needed, why not a 5-rater under the L and 8.A. Rule? The 10-raters under this rule are still popular and give excellent racing. The rule is easy to understand and 5-raters would be about the size required. Another way out of the difficulty would be to have a one-design class. Such classes have proved successful in real yachts, so why not in models ? If measurement rules and one-design classes are objected to, perhaps a class built within certain restrictions could be formed. I would suggest the following limits :—L.O.A. not more than 40 ins., L.W.L. not more than 30 ins., S.A. not over 1,000 sq. ins., Sail plan not higher than 48 ins. from l.w.1., Beam not to exceed 10 ins., Draught 7 ins., Weight, 12 lbs., Average Freeboard not less than 24 ins. 2.15 Where B D is the greatest Beam wherever found. 9989 2” Depth 2” 2° Lis Length measured at ;4, B above L.W.L. S.A. measured in usual manner. As 40 Rating by this Rule would be about the average of, and indeed meet many existing craft, I should be obliged if any of your readers would state any objections to it besides the great inhibition that is not in use by real yachts. Yours faithfully, J. G. KIMBER, Hon. Secretary, Portsmouth M.Y.C. 34, St. Edwards Road, Southsea. Sir, In view of A.T.L.’s excellent article appearing in last month’s The Model Yachtsman, might I be allowed to supplement his remarks anent the horrid confusion that is bound to arise if we put forward any fancy rules. Much respect as I have for the brains of many of our leading lights in the model yachting world, I have still more for those of the leading lights in the real yachting world, and I cannot see that model yachtsmen can hope to better the LY.R.U. Rule. Again, if we are to seriously weigh the claims of a number of pet rules devised by model men and possibly put forward for the consideration of the other nations composing the I.M.Y.R.A. one of these, what support are we likely to get ? And do 156 The Model we not open the way for each of these nations to put forward another fancy rule of their own ?_ Besides, generally speaking, what is the particular object of half of the rules put forward by model yachtsmen except to allow a lot of boats that were mostly built under various rules and classes to come in ? This is not a very compelling reason to put forward to our friends in foreign countries for adoption of such a class ! Unless it were a smaller edition of the A-class, I do not see that there is any prospect of the other nations agreeing to anything but an I. Y.R.U. class. The A-class is the best class we ever had but we do not want another class to that rule when the I.Y.R.U. produces an equally good type. Let us therefore make up our minds at once to an I.Y.R.U. class instead of wasting time on outside formule. Then we can get down to brass tacks, and all we have to decide is what class and the scale. Yours faithfully, THE B-CLASS, A SMALL CLASS AND SOME PROBLEMS IN DESIGN. Sir, Friend Stewart on page 105 of your October issue The I.Y.R.U. 13 in. scale 6-metres seems to be much the proposition for the I.M.Y.R.A. B-Class. January 1929 several times—and then some—my conclusions suggest the following, though I know that Mr. Hobbs must be right. How many designs of successful boats show absolute equality throughout the immersed and emersed wedge areas at each section? I think the answer is “ None”! Probably in every case the hull lifts when artificially heeled in order that the in-wedge excesses may be balanced and the original displacement automatically retained. There is another point in design which I would like to see thrashed out and that is the form of the displacement curve of the hull when upright and floating on designed waterline. It has been repeatedly stated that a curve of versed sines forward and trochoid aft is the 100% efficient idea. Again, I ask how many successful yachts are in conformity with this so-called wave-form theory ? Again I think the answer is ‘“ None”! The forward portion may approximate very closely or even abso- MOGADOR. voices my sentiments exactly. Yachtsman. soundest Also as the young tyro cannot be expected to participate in international affairs, would not the L. & §.A. rule suit him, or if something still simpler is called for, a one-design class to the lines of Friend Littlejohn’s pretty little 36 in. l.o.a. boat which you recently published ? Friend Savage also hits the nail on the head regarding ‘* Volumetric Efficiency.” I fully realise my temerity in questioning any statement from the lutely to a curve or versed sines, but I think that the after portion will always fall within the trochoidal curve. Of course, the total displacement curve of a modern short keel boat will show a decided bump where the fin occurs but, after all, it is the design of the hull itself which is of paramount importance. I am enjoying your series of articles on Building, and would like to see articles on design as well, as I am a lone hand and have not the pleasure of knowing such acknowledged experts as Messrs. Daniels, Feltwell, Littlejohn, Hobbs, and ‘* Kappa,” whose works I can only admire from afar. Now-a final word of sincere congratulation. I look forward to each issue of T’he Model Yachtsman more than I can tell, and hope that it will continue to progress and in time become double its present size. Good luck to you! Yours etc., pen of Mr. E. W. Hobbs, but having read his article under the above heading through very carefully MERCURY. ae VWr ae THE MODE LLYACHTIMARN All contributions and Editorial communications should be addressed to The Editor, and must contain name and address of sender. \“hen a nom de plume is adopted, the correct name and address must be Contribution for enclosed for our satisfactions. publication must reach us not later than 10th of month previous. All advertisements must be addressed to The Advertisement Editor, and should reach him by 10th month previous to publication. All orders for the Magazine should be accompanied by remittance and should be addressed to The Publishing Department. Yearly subscription, rate 6/6 per annum, post free in the U.K. and Empire. America 1.60 dols. All Cheques and P.O.’s should be crossed and made payable to the Cashier. In order to save time, all communications should be clearly marked in the corner with the name of Department and addressed: THE MODEL YACHTSMAN, GOLDEN HOUSE, GT. PULTENEY STREET, LONDON, W.1. Please mention the “Model Yachtsman” in replying to Advertisements. Printed for the Proprietors by H. G. Stone, Wymondham, Norfolk, and published by E. E. Marshall, Golden Gt. Pulteney St., London, W.1. House. January 1929 The Model Yachtsman. ‘ The Service that = 4 Counts! Why not have YOUR Fitting Yachtsman ? WEST NORWOOD, S.E.27 Specialises in SAILS only. Yacht made to order. Send Stamp for Price List. Best quality UNION SILK obtainable, ; in Three Grades, viz: VW. I 1. 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