The Model Yachtsman: Volume 1, Number 9 – December 1928

Vol. 1. Wo. 9. “December 1928 The Model Yachtsman. December 1928 E- Established 1906. W. Jd. 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 Cioth has been shrunk and mildew-proofed. This Speciality Price ready for attaching to spars 1/3 per 100 square inches. 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. *‘Invader,”’ “‘Crusader,’’ ‘‘ Defiance,” ‘‘Intruder,’’ ‘‘ Modesty,” *Ella,’’ etc. ‘Viola,” winner of BRANDRAM Cup. Designer of *‘Penguin.’’ 10 METRES. ‘Nancy Stair,” winner of Scottish CHAMPIONSHIP. 6 METRES. 18 FOOTERS. “Briton,” winner of NyriaCup. “Golden Guinea,” ‘Sans Pariel,” etc. “A” CLASS. Every DANIELS’ Boat has always reached the Finals in the INTERNATIONAL RACES at Gosport. Designer and Builder of Four Consecutive INTERNATIONAL CHAMPIONS. FITTINGS OF LATEST PATTERN. Steering Gears, ete., Spars and Sundries made to Customer’s requirements. Workshop: 331, St. JOHN STREET, LONDON, E.C.1. Phone: 4708 Clerkenwell. AAALA Sales and Wants. charged. (Advertisers need not include our full address). When replying to a “Box No.’ Advt., address your envelope; Advertiser, Box——, ‘‘l’he Model Yachtsman,” Golden House, Gt, Pulteney St., London, W.1. Advertisements are inserted in these columns at the rate of One Penny per word; minimum charge for advertisement One Shilling. Single letters or figures arecharged as words, and a compound word as two words, The advertiser’s name and address are charged for. A charge of 6d, extra to cover postages is made for *‘Box”’ Replies, care of these offices. The following words must appear at the end of adveriisement; ‘Box——, ‘Model achtsman” Offices, for which usual rate per word will be FOR (2). A large packing case of seasoned deal (10 years) 72” x 42″ x 32,” boards54x%. £1. ising Boats for Sale or Wanted advertisers should state. where possible, **Class of Boat.” These will be classified under their separate headings; unclassed Models, and articles other than Boats, under Miscellaneous. (5). Large Stanley drawingboard, as new, 70” by 50” (would cut into two ordinary boards), price £2, worth it for the wood. Cosmos Amplion Loud Speaker, £1. Apply: Percy Tatchell, Tel: Frobisher 2549. Instrument for drawing accurate halfellipses, ink or pencil (Stanley), price 30/- in case, as new (3). Announeements must reach these offices not later than the 10th of the month preceding the month of issue, Inadvert- (4). SALE. “Having disposed of a Sailing Dinghy through an ndvertisement in the Model Yachtsman, | am offering the following, all good things, for disposal. You never know a Model Yachtsman’s requirements.” (1). Advertisments for these columns must be accom- panied bya remittance, either by Postal Order or stamps, and addressed to the Advertisement Manager, “The Model Yuchtsman,” Golden House, Gt. Pulteney St., London, W.1. Parallel ruler and protraetor. Useful for Charts, (Stanley), price 35/- in case, as new. 29, Barkston Gardens, . $.W.5 WANTED. Rubber thigh Boots. condition, Large size and in good Box 73, ‘‘’Model Yachtsman,’’ PHE MODEL | YACHT SEMAN Re -— a el Lwe 35.2 n Enlarged Section Plan and Sail Plan will appear in our next number. 134 The THE Model BIRTH Part 3. Yachtsman. OF THE December 1928 TWINS. “They start Teething.” By THe ONLOOKER. A week or so ago I again visited our friends. It was a Saturday afternoon, and I found them in the garden engaged in casting the lead keels for the twins. The subject of keel casting has been dealt with most ably in this very number of The Model Yachtsman, so I will not dilate further upon it here, except to say that in due course the keels were successfully cast. After this we adjourned for a very welcome cup of tea, over which we discussed various matters in connection with boat building. Amongst other things, I asked my friend the Skipper about making the fashion piece, by which title the piece of wood which forms the extreme stern is known. He explained to me that it is made from a solid block of mahogany, and the grain runs thwartships. First of all, the forward face is marked out with the section that comes at that point, full size, and without any deduction for planking. Then lines are carefully squared round the block, and the after face is marked with the section that would be made if the stern of the boat finished off by being chopped off horizontally. The block is shaped to these, the sheer cut according to plan, and the after part rounded off as designed. After this, the rabbet is cut for the planking, the top chambered to receive the deck, and the keel checked in. Slots are also cut to receive the inwales. The fashion piece is finished by having all superfluous wood cut out from the inside. Another method of setting-up the boat was also explained to me, and this has the merit of being quite easy for novices. When the moulds are cut out, allowance is also made for the ribs. Battens are bent round the moulds in the same way, but let into the moulds, so as to come flush. The ribs are bent outside these. One reason why the “Dash” in Frame.—Stern View. Skipper is using the method related is so that he can use the moulds for two boats. Moreover, he is an experienced builder. I am sending you, Mr. Editor, one or two photos, showing the first of the twins (is it “‘ Dash ” or is it ** Blank ” ?) in frame, and another of the keel mould and furnace. Planking has been proceeding o’ nights, and I have now seen the first of the Twins planked up and off the stocks, which are now set up again all ready to receive her sister. I think that I mentioned that mahogany was used for the planking. The strakes have gone on very nicely, and I like the general lay-out of the planking. Whether at the stem, midships or taffrail, all the planks are of even width. This makes a pretty job, and means strength. This necessarily implies that at the stern quarters a few of the planks are sprung down, but the tapering somewhat overcomes this whilst the strain of these planks tends to counteract any falling of the stern. They planked the boat from the deck downwards, and copper nails were used for the first few streaks. After this, brass screws were used, and were found more satisfactory and quicker. I noticed that whilst the planking-up was in process the Apprentice was beating his elders’ “‘ big boards” in driving screws. Casting the Keel. The Furnace and the Mould. When the planking was complete, the first boat was lifted off the moulds. The heavy battens which had been screwed to the top of the moulds, were taken off and put around the top strakes and fastened across the top of the boat. This was done to prevent any spreading when taken off the moulds. I am told, however, that when she was lifted from the moulds, instead of spreading, she actually closed up a trifle. This proves that the building so far is good. 135 The Model Yachtsman. December 1928 I might say a word or two here about some of the tools used. [n fairing: up the planking, a Stanley hand plane and glass-paper on strips of wood were employed. The Stanley, with its sensible handle, proved just the tool for the job. Planks were held by Woolworth clamps, which are about the best procurable. I noticed, however, that the Engineer had ‘“‘ bobbed” these by cutting the tommy bars down to an inch in length, which made them much more convenient. These stores also sell some useful Archemedian drills, but I noticed that our friends used fine bradawls for preference. The small screws for the planking were inserted by the aid of plank for sheer on the other side is cut from the first one. The process is repeated for the next plank and so on. The pieces of wood left over come in for the lower planks. The planks at the garboard are wider at the ends than in the middle. Care should be taken to get the planking evenly spaced out. This is best done by marking the moulds out in pencil before starting to plank up. (To be continued). ** Atalanta” screwdrivers. The Engineer retempered these. It is interesting to learn that these tools are made by women. All the planking was put in dry, and the seams were close, but not too close. When I asked how the seams were to be treated, and whether the boats would be bright varnished or painted, I was told that I should see in due course. Before I finish this article I might just mention another method of getting the shape of the planks. The planking is started with the sheer Strake as before. A two inch strip of wood is cut and offered to the boat and the top edge marked. The lower edge is marked to correspond and plank cut. The **Dash’’ in Frame—Bow View. The G and 2d Taxes in the LY.R.U. Formula. By A.L.T. Now that the I.Y.R.U. has definitely decided to retain the G and 2d taxes, it is of interest to consider what the probable effect of abolishing these taxes would have been. The figures of actual 6-m. not being available to the writer he wishes in the first place to acknowledge the assistance of Engineer Captain A. Turner, R.N., who kindly furnished the figures used in the present article. As readers will know, the rating for 6-m. (1#) and 10-m. (lin. scale) is 32.8 inches. As the divisor is 2.5 under the formula, the total measurements are 32.8 xX 2.5 = 82ins. Li,L* “Lynette” “Athene” “Charm” “Artemis” 39.6 39.8 40.0 40.1 bt st Gt dt 3.93 3.3 3.6 3.75 1.98 1.73 1.63 1.73 5.06 4.9 4.82 4.7 .6 .6 .4 .6 4.57 .4 35.9 Average of) ~———~r—— 10 Fife 6-m. 44.1 reduced to vyS F 34.21 3.38 35.09 3.42 35.61 4.06 34.88 3.76 3.42 1% scale The combined G and 2d taxes of these yachts are as follows : “Lynette” *Athene”’ “Charm” 5.66 5.5 5.22 “Artemis” Fife boats 5.3 4,98 Their ratings with G and 2d taxes abolished would therefore have been: ‘Lynette’ 76.34 2.325 Divisors “Athene” 76.5 2.33 required to make “Charm” 76.78 2.34 ;, the rating “Artemis” Fife boat 76.7 77.02 2.84 2.35 | 6-metres as before Speaking from memory the G and 2d taxes of ‘“Trene,” a 10 metre of Mr. Daniels’ design, do not amount to much more than 4 inches. Suppose for the sake of argument it is 4 inches. Then her new rating is 78, and if 2.33 is applied to her, her new rating would have been 33.5 instead of 32.8 and she is over rated. Tf on the other hand 2.33 is applied to “Charm” her rating becomes 32.4 and she is allowed more sail. One is, therefore forced to the conclusions that: (a) Those models which at present pay a large tax on G and 2d would have profited most by the remission of these taxes.- In other words bulky models would have been favoured at the expense of slim boats. The Model J pereres 136 (b) If the new divisor had been made on the small side to fit the bulky models, then the slim boats would have all been out of rating. If on the other hand the divisor had been made on the big side, the slim boats would have come into rating all right but the bulky models would have received an extra allowance of sail. This would have meant that the boat with a big girth would have gained a premium in sail as well as the increased power available. The view has been expressed that the “‘wee 6’s”’ would be all the better for more sail. Possibly so, but the abolition of these taxes would be very unfair on long slim boats. It would, therefore, appear that the decision of the L.Y.R.U. to retain the formula unaltered is a | | December 1928 As regards the formation of an I.M.Y.R.A. B-class, the M.Y.A. took on the formula which is now known as the A-class formula, some years ago, primarily for the purpose of testing the rule. Two classes are certainly not required for this purpose. Now that all nations interested in yachting have agreed on the I.Y.R.U. formula, it would appear that allegiance to that rule is the only sure foundation on which to build up another class. The alternative is dreadful. One country will want one thing and another something else, whilst plenty of people will put forward fancy formulae of their own. The I.Y.R.U. formula is the product of the best brains in real yachting, and model yachtsmen are very unlikely to be able to go one better. very sound and equitable decision. An Article by Mr. W. J. Dantets on “ Considerations in the selection of an International B-Class” will appear in our next issue. boRing sSovward CROSS-TrREES & TRESTLETREES| Some DETAILS OF N ~ Spen- piece H~ Grcular Pece M- Lron Straps K – Cross-Trees. L . Trestle-trees STANDING RigciING oF Fucc- RIGGED SHIA 1B40-1BBO. Sy SADDLE For ~Jig-Boom we ges J P Rr a Ro Rog Ie Mast Car. P~ Plate with eyes Sor R- Eye bolts USES. on undetside MATT Caan ey From aft MASTHEAD & FurrocKw FITTINGS, 4 ~ Puttock WEIS. UE. FEI SHrRouns. Hoop_ b~ Pauach €- Tron Straps Norte. Three FuttocR Shrouds RaTTLING Down. A~ Sheer wer? move vsval Than Pole ~ n.8 Iw M Ships & Chain Necklact was tsecl mosfead of & hoop. Sour shown 137 The Model Yachtsman. FULL-RIGGED SHIP. Part II. There was one apparent slip in my plate of last month. When drawing the hull of the ship, I put the boat davits rather far forward. In order to show the detail, I rather spread her shrouds out and they, therefore, show farther aft than they should. I intended to alter the davits to clear the main rigging, but in the hurry of getting the drawing off for press, I overlooked this. Before proceeding to the running rigging, it would be as well for me to give some details about the standing rigging. The shrouds were individually known as ‘swifters,’ and the number varied from five up, though eight was quite usual for an ordinary ship. The swifters were made in pairs. A piece of rope (or wire) was taken long enough to make the pair, middled, and a throat seizing put on, leaving an eye just big enough to go over the masthead. The first pair put on formed the first two swifters on the starboard side. After this, the first two on the port side went on, and then the next pair to starboard, and so on. ‘If there is an odd shroud a cut splice is made and put over the mast head and one leg goes each side of the ship. The lower and topmast shrouds had deadeyes turned into their lower ends and set up with lanyards. The top-gallant shrouds had their eyes rove through the horns of the crosstrees and set up to an iron spider-band round the top-mast hounds. The shroud was served at the lower end from about six feet above the deadeye, round the deadeye and up to the end. Deadeyes were not spliced into the shrouds but the ends were turned round the deadeye which was well settled into the bight. The end was then seized strongly to the standing part in four or five places. Seizing on the standing part extended upward to just above where the end came. With rope shrouds the seizing was of stout houseline and with wire shrouds of wire. Steamers splice the rigging into heart thimbles, shackle the rigging at the masthead to eyes in the mastband and set up on deck with screws. In turning in the deadeyes on the starboard side the end of the shroud goes aft and on the port side forward. In reeving the lanyards on starboard side, a rigging knot was made in the end of lanyard and it was passed through the forward hole of upper dead- eye with the knot inboard. “ Then through the opposite hole of lower deadeye, to the middle hole in upper deadeye, middle hole of lower, third hole of upper and finally the third hole in lower. It was hove tight and the end hitched round the shroud just above the deadeye with a swab hitch. The end was turned back and seized between the parts of the lanyard. On the port side the first hole to reeve through was aft hole of upper deadeye. By Dick DEADEYE. In a wooden ship of the period the lower deadeyes were carried on channels outside the ship as shown, and had iron strops passing over the channels to the ship’s side where they were securely bolted to the hull. In all ships, where rigging set up with deadeyes, the length of swifters was arranged so that upper deadeyes all came level just above the rail. Just above the deadeyes an iron sheer-pole was seized and really formed the lowest ratline. Early shipe and hemp rigging. but wire was introduced about this period. When iron ships came into being, the channels disappeared and lower deadeyes shackled to eyes in the waterways on deck under the bulwarks. Later ships again dispensed with deadeyes and employed rigging screws. The rattling down of a smart ship was quite a business. The correct method was first to set up the lower shrouds bar taut. Then an eye was spliced into the end of the small stuff used for rat- lines. In this splice two tucks were taken, the strands halved and the splice nicely pointed. In rattling down the work was always carried out from left to right (forward to aft on the port side, and aft to forward on the starboard). Starting from the left the line was clove hitched to each swifter in turn, passing under first, then over, so that all the knots were symmetrical. When it came to the last swifter a piece of small line for a lanyard was spliced into the eyesplice on the end of the ratline. There was also a correct way to make the ratline fast with this lanyard. The lanyard was passed round the swifter above the ratline, through the eye, round the swifter below the ratline, and the process repeated until enough turns were taken. Thus the lanyard always crossed in the eye of the ratline. After this the ratline was gone over from right to left and set up hard. When the end was reached another eye was spliced in and set up to the left hand swifter in a similar manner. The ratlines were usually fourteen inches apart. The top mast and top-gallant mast shrouds were similarly dealt with. The Puttock shrouds were set up as shown in the plate. The mainstay, forestay and mizen-stay were set up as shown. The mainstay was in duplicate, one part each side of the mast. The forestay was duplicated by a preventer stay, and made fast to the knight heads. Bowsprit shrouds and bobstays were made of chain with a heart or deadeye linked on, and set up with lanyards. The tops were as shown in the drawing, and had holes each side of the mast which were known as the lubber-holes. These are clearly shown also in the diagram of the Cross-trees and Trestle-trees. The use of these holes will be explained in my next article. (To be continued), Ee THE — December 1928 138 The Model Yachtsman. December 1928 LORNE CORINTHIAN Y.C. |l4FT. C.B. DINGHY TA.MSCALLUM MODELIZED =~ BY =~ SIZE AT 2 2n- let L. 355 B. Dy INS 122 ree = « SOs 5.A. 875 seins AL ft) res 5 dian ae ee ae te eeeee ee 1Qle nis IND or Ls ee eee OK ce a we 4 ee Cage eae Sn SSG ego eet pears reser SIMPLICITASS Waterline and enlarged Section Plan will be published in our next issue together with details of weight, etc. duced above. The Sail Plan is half scale of Section Plan in design repro- 139 The Model Yachtsman. December 1928 The Editor accepts no responsibilty for opinions expressed by Correspondents Letters intended for publication must be brief and to the point. They should not exceed 500 words in length and must be written on one side of paper only. Correspondents are requested to read our note on this subject on page 140. Sir, Boys, even old boys, like to think that they are sailing a real yacht which differs only in size from the prototype. Yachtsman who cannot afford a metre yacht find great sport in such classes as the International 14ft. dinghy class. Of course, an open dinghy is not suitable for model purposes ; but the popular ‘‘Lake”’ class of Belfast Lough is simply a dinghy with a deck to keep out the water and a These bulb fin keel to make it uncapsizable. dinghies measure 16ft. over-all and the same on water-line, beam 6ft. Designed by Mr. Workman, they are admitted to be Morgan Giles dinghies plus deck and keel. A dinghy class, call it Class D (for dinghy), with limits to the over-all length, etc., as might be settled by a committee of experts, would be a simple model for a boy to build. At the same time it would provide class racing; and the designing of such dinghies need not be beneath the notice of the greatest experts in the model yachting world. Iam, etc., FESS CHECKY. P.S. class The design and photographs of the “Lake” were given in the Yachting Monthly of September, 1923. See Design on opposite page. AN INTERESTING RECOLLECTION AND A RATING SUGGESTION. Sir, Having recently come across The Model Yachtsman, | have now some interesting articles to read about the sport. My models were mostly made and sailed before breakfast, as my life work after 10 a.m. consisted for many years of designing full-grown ships and their machinery, and testing them on completion. Your October issue refers to a sailing model of “Cutty Sark.” It may be of interest to mention that my late father was a lifelong friend of the owner (Captain John Willis), and was largely concerned in the design and details of all that gentleman’s fleet. As a boy in Messrs. Ritherdon & Thompson’s office, I used frequently to accompany them both to many of his fleet, and have been aboard the famous “ Cutty Sark” many times. I have read with much interest the various formule proposed by correspondents as a simple and universal rating rule. As the present ones include restrictions on maximum sail area, effects of overhang, etc., which more or less cramp designers, I would suggest for consideration the following idea. Before doing so, I would put forward as an axiom for consideration that the best designer is the one who attains the ideals of sea-worthiness, stability, speed, etc., on a given draught out of the smallest weight of materials, and consequently all vessels of similar weight and draught should be put into the same class irrespective of sail area or any other dimensions. My suggested formula therefore becomes : Displacement in lbs. Rating = Maximum Draught in Inches. Weight to be taken in full racing trim, and all measurements made in fresh water. Both of these are easily arrived at. Please excuse my presumption in sending you the above, but my wish is to see the best all-round boat produced out of the minimum weight of materials, and to clear away all matters in a formula which may hinder the initiative talent of a designer. Referring to the length of overhangs, the length of the counter is (or should be) governed by the buttock lines of a vessel drawn near the siding of the keel, and when transferred to the profile (or sheer) plan, gives a point where the buttock line and deck on centre-line meet. This is the end of the counter on centre-line, and forms one of the overhangs. The underside contour of the counter from rudder post to taffrail gives an indication of the fineness or otherwise of the underwater body lines of which it is the logical outcome. The temptation is to spoil the after diagonal by introducing hollow after buttocks in order to shorten one’s overall length to avoid taxation, and thereby spoil the craft’s after lines. ——————— WHY NOT A DINGHY CLASS ? I hope the foregoing, if found suitable, may be productive of a very varied amount of design, both as to hull form, sail area, etc., and also possibly introduce variously rigged craft in the same races and class. Yours faithfully, J. A. THOMPSON, “ Betshanger,” Little Heath, Potters Bar. ere or in 140 The NEWS Model Yachtsman. FROM THE December 1928 STATES. By Joun Brack, (President, M.Y.R.A. of North America). The 1929 season should be a bumper one for model yachting in the States. The close race made by Cie ee di * Patsy” has stirred everybody to build for the Elimination Trials next year. At the present time of writing there are about 90 A-Class boats built, though not all of them are registered, and a number more will be constructed during the winter. When 3,000 miles separate some of our clubs, English readers will understand the difficulties we have in trying to get together representative boats to select our challenger. However, the M.Y.R.A. of N. America is sending over a challenge because we have adopted the slogan: “‘ We won’t be happy till we get it,” meaning the Yachting Monthly Cup. Whilst the A-Class have proved the most popular boats, we have also our own (M.Y.R.A. of N. America) B-Class, which have held quite an interest in this country for many years. These boats race for the Brooklyn Eagle Challenge Cup each fall, and each club is represented by a team of three boats. Central Park (New York), Prospect Park (Brooklyn) and Boston were the three competing clubs this year, the first named securing the trophy. The future of model yachting depends on the youth of to-day, and there is a movement afoot by the National Organisation of Sea Scouts to start one or two classes of model yachts (36” l.o.a., and R-Class 60” 1.o.a.) for building and racing. *“Bostonia III,’’ Mr. John Black’s latest A-Class Model. If this plan succeeds, there will be thousands of boys who will get interested in the sport, and in time become active members of our clubs, TNlz All contributions and Editorial communications should be addressed to The Editor, and must contain name and address of sender. \W/hen a nom de plume is adopted, the correct name and address must be enclosed for our satisfactions. Contribution for publication must reach us not month previous. later than 10th of 5 Za ) fein 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. Houre. a ‘€’N ‘uopuoy “s9g¢ Besde1IBg : ou0K, ‘9AOID PlPgyory ‘IST “WA’W ‘Arejasoag ‘uoH ‘FOYOd ‘NO 8°M’S ‘uopuo’7y ‘ureydey ‘peoy yuomspuem ‘EOL *P¥I eaoqe jo Aue uo o3e}sog ae Ss * sony Saney ‘y”y’A WI 3 s9iny suney “yA W “PS so1nd Bayes pues BOIyNyIySU0D “YY A‘ “IT cs “P6 ” ‘HOS Y SUI[OOHIS “Y ‘D sa[ny Sulpreg pue aornzysu0g “yz” WwW “HSV ‘ye *sasse[D il M Surres ‘sqniD jo 3st] Zururejuoo “PE ,,{UBUISyqOVA epoyy,, AuBsOYyeIA, SBINPUOFP] y, “I’M ‘300199 Aoueq[Ng 4veIH ‘esnoy, UeppoyH ‘BIyXY ose) = 300} oienbs ied “pg ‘yuewujavdeq ‘Opim “sup 03 dn ‘uty SUIGSIQNg 94} WOjl e[quulvqzqo oly GAOg’ OgT SMOUd 40} SSVd *(yyeqsaeyy [earo198g) ‘e “ peyajag ATjeroedsg syyoe A Burpreg [poy] /T §/9 ‘sofqey S *(auexSg SNid SUIyUL[Y 10} SZ6I “FT MzIY “VAN ‘suoneoyqng [eyo € pues MO]IeG “yy uBU0ON) j Seluinbue anoA sn pueg | Are] SMBUS, POW, ‘OOM a 4 ‘eelj 480d -/Q] ‘Usiseg }YyIeA jo Sjuswe/q “SS999NS 0} 1[B1}UNSSO eae sjiesg 32no 2 Ajyyeoyizuslos Sesh Havd : ououd, ‘SoM ‘NOACNO’7T *(PpeoH S,3uly 4AdAo) ‘suy osenbs gg] 4ed ¢/] sepesp IV 0} dn sjepoyy ‘sayoul OP pue ‘S10}8Y-Q[ gq pue :ZIA y ‘peoy MOoosoyA “Ee suexeuuidg ‘¢ “CN Pue Si9}007-Q,[ “Z ‘ON “[ ‘ON *s[epow J0j ‘SOpeiOH ‘QdIA19g VsIY] Ul sjoneg s[qeulej}qo WES voy AWend yseg ‘1opi0 [apOW L0a’S “GOOMUON LSAM ‘peoy reyemsiin ‘8 < QZET requiesecq “H “MA 0} I) Opel Oy JyIVA SUINIAIOAT ¢ UBUIS}yOR [POW] [B9e4g e& Aq auop 3nO ‘SVHD Sirivs pue ‘YSI'T 991g 10} duie}g pues ‘ATWO S'ITVS Ul sasiperseds NMOUd iiedey yno-31J We A [po] ss¥iy pepuswui0od2y y, > Buty UNOA ey jou AYM /s}uUNnNO0D y, S FEY} “uBuls}yse A [PPPW eqL SOIAASS OYL The Model Yachtsman. | pore “~ 61 WALKERS We YACHT BRAINE STEAM have MODELS in by STEERING 61 Stock: GEORGE GEAR and BRAINE FITTINGS TUGS HISTORICAL MODELS | 66g 99 YACHTS Real African Mahogany Decks, All “‘K’’ Boats Collapsible Sails, All and finished with coat of good waterproof varnish. fectly balanced. Assorted colours above and below water line. Very packed in strong neat containers which are ideal for carrying and light yet very storing. strong. ‘“‘K” Boats are supplied with stands and are thin weighted metal keels. Per- are enamelled in colour or stained, Fast and graceful Boats. Have you considered the advantages of possessing A Boat which is carried in its own Case ? Price Lists for Yachts and Launches on application. 61, Baker Street, London, W.1 Tel.: AMBASSADOR 8836. sae December 1928