The Model Yachtsman: Volume 2, Number 8 – November 1929

Vo,-2. Dia<8. November, 1929 | November 1929 Model The Yachtsman. Model Yachtsman’s Library } To Advertisers ! Elements of Yacht Design, 16/- post free. “Sif; I have much pleasure in informing you that my Advert. has proved a great success, as I have received a very considerable number of replies therefrom and several nice orders have resulted already.’ (Norman L. Skene). Barlow’s Tables, 6/3, Model Sailing Yachts (Percival Marshall). a ee ” Ship Model-making, Vols. I to III : (Signed), 12/6 each, post free (McCann) XMAS. ff Prime Turkeys or Fowls ; W.2 Department, “Model Yachtsman,” Golden House, Great Pulteney Street, W.1. o : W. H. BAUER. 33, Moscow Road, The above are obtainable from the Publishing =| The above Testimonal is evidence of the value of ‘‘ THE MODEL | YACHTSMAN”’’ as an Medium. NOTHING It is read Advertising— ESCAPES from Cover NOTICE to Cover. Why not buy direct this year? Guaranteed Norfolk Birds. For Adveriising Rates apply: Dressed or Rough Plucked. Advertisement Manager, Lowest Market Prices quoted. R. T. ‘‘MODEL YACHTSMAN,” PYMAR, Golden House, Wenhaston Qld Hall, BRAMFIELD, Halesworth. Highly \. Recommended. SALES Gt. Pulteney Street, LONDON, WI J AND ;WANTS. Advertisements are inserted in these columns at the rate of One Penny per word; minimum charge for advertisement charged. When (Advertisers need not include our full address). replying to a “Box No.” Advt., address your envelope: Advertiser, Bow——, ‘I'he Model Yachtaman,” Golden House, Gt, Pulteney St., London, W.1. Advertisments for these columns must be accom- panied bya remittance. either by Postal Order or stamps, One Shilling. Single letters or figures are charged as words, and addressed to the Advertisement Munager, “The Modet A charge of 6d, extra to cover postages is made for *Box"' Replies, care of these offices, The following words must ising Boats for Sale or Wanted advertisers should state, and a compound word as two words, name and address are charged for. appear at the end of advertisement; The advertiser's ‘Box——, “Model achisman"’ Offices, for which usual rate per word will be FOR MODEL YACHT. Waterline. 634” x 13} x 94” Draft. Mahogany planked hull. suits Sails. Good Boat. £5 or nearest. 88, “Model Yachtsman” Offices. A-CLASS. “Gream.” 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. 45” Four Box Runner-up British Cham- pionship, 1927. Finely built mahogony plank model, bottom painted saxe-blue with white~ water line. Three suits of Sails. Spare mast, detachable keel. Travelling cases In advert- where possible, ‘Class of Boat.” These will be classified under their separate headings; wnclassed Models, and articles other than Boats, under Miscellaneous, for model, mast, keel. SALE. 1 Splendid condition. J. Bilderbeck, 29, Oakwood Rd., Wimbledon, S.W.20. WANTED. Two or three Copies of the June, 1928, number of the “*MODEL YACHTSMAN.” Weare willing to purchase these from readers at the rate of 1/- per copy if in clean condition. “Model Yachtsman” Offices. In replying to Advertisers, please mention THE MODEL YACHTSMAN. = a 4 A Vol. 2. MONTHLY MAGAZINE FOR MODEL YACHTSMEN. No 8. NOVEMBER, 1929. EDITORIAL. VV * sent out a subscription renewal notice this | We have on occasion taken special late news but month to one of our readers which came | our proper closing date is the tenth of each month. In order to help us get out to time in future, may back by return accompanied by a remittance. On the back of notice our reader added the words, “With thanks to the Editor for all he is doing for the sport of model yachting.’ Now this little sentence was keenly appreciated by us and made us feel that our labours are not in vain. There is a great deal of work in editing and running a magazine, especially one of this nature in which ways and means have to be studied continually. Such credit as is due does not by any means, however, belong entirely to the Editor. Associated with the Editor in the production of 7HE MODEL YACHTSMAN are three other gentlemen. These are the Publisher the Advertisement Manager and by no means the least important the Bookkeeper. They may not come into the limelight as much as the Editor, but their work is just as arduous and necessary. The Editor, therefore, wishes to put on record here his appreciation of their assistance. Another letter received reads: ‘I enjoy the paper very much, my only complaint being that there is not enough of it.” We are again gratified by our correspondent’s appreciation and can assure him that as soon as our circulation warrants we will increase the size of the magazine. Last month we were again late in publication. The stars in their courses fought against us and At the same time mishap succeeded mishap. we are not going to take quite all the blame. we request our correspondents and contributors to let us have their copy not later than the tenth and preferably before. Our advertisers are also behindon occasion, and we ask their kind co-operation in this respect. hand This is the second of our power-boat numbers and we hope that it will please our power-boat friends. We once more emphasize the fact that we are ready to put the space at their disposal and it is up to them to make adequate use of it. Naturally we want their support so that this feature may pay for itself. The opening of the Y.M.6-m.M.0O.A’s new headquarters at Surbiton marks a very important step in the progress of the sport. As is generally known the Club sails the A-class (I.M.Y.R.A. 1-m), but its title perpetuates the original name by which the class was known before it was adopted by the International Model Yacht Racing Association. We heartily congratulate the club on its fine elubhouse. An account of the Opening Day will be found elsewhere in this issue. We have heard from Mr. Wm. Featherstone of Newcastle-on-Tyne that the M. Y. Star Junior sharpie is now in course of construction in his school, and that she makes a beautiful model. We have also heard from others that these little craft are very satisfactory. Tue Eprror. ee YACHTSMAN scent ht THE 138 November 1929 The Model Yachtsman. THE IMPORTANCE OF ACCURACY MEASUREMENT. TT HE Model Yachting Association has a very sage rule that all yachts must be properly measured before races and that competitors must produce their certificates to the Officer of the Day before they are allowed to start in any race. Obviously it is not fair to other competitors if a boat starts that is over rating. Moreover, it is very hard luck when, as recently happened, a yacht IN By Moeapor. of the water. The boat is then very gently pushed forward until she lightly touches the bar. The point at which this happens is obviously the waterline ending. In order that the point can be read off accurately a brass rule is arranged projecting forward from the brass waterline bar. This rule must be of sufficient length to extend beyond the extreme end was not measured for some reason until late in the of the boat. ‘season. She had been very successful but when the case may be) a thin piece of cotton or silk is she was measured, she was found very slightly over rating and was obliged to forfeit all her prizes. dropped with a tiny weight on the end. Where this plummet cuts the rule is obviously the distance At the same time it is useless to measure a model at all unless it is done absolutely accurately. On one occasion the writer heard of a model that was measured at one club and a certificate issued. Her owner was not entirely satisfied and had her re- measured a week later at another club four miles away whose Measurer is renowned for his precision. She was found two inches shorter on the L.W.L. Another case that comes to my mind is one of a very successful boat. Her Certificate was all in order apparently and her owner had taken every precaution to have her right. Yet when she was re-measured by the Official Measurer of the M.Y.A. she was found a tiny fraction over rating. It was a matter of 5 square inches of sail that had to come off. Her jib did not nearly fill her fore-triangle and it was a matter of a moment’s work to move the screw-eye a quarter of an inch down on the hoist of the headsail. Yet her own club measurer’s certificate gave her as being considerably within rating. From the extreme bow (or stern as of the waterline ending from the bow. When the overhang each end has been ascertained in this way, the waterline length can be found by subtraction from the over-all measurement. For most classes the weight of the yacht has to be taken. For this purpose a spring scale is scarcely accurate enough and a steelyard is desirable. If the club does not possess one, the local butcher does. Frequently, however, a butcher's scale only measures to quarters of a pound, but with a few smal] weights this is easily arranged. It is not my intention here to go deeply into the question of the measurement of the different classes since excellent articles on the subject have been already written by Mr. H. G. Bauer. I hope, however, that what I have said on the subject of the necessity of accurate measurements may be taken to heart in clubs where such matters are rather lax. Such instances could be multiplied indefinitely but it is obvious that the writer’s contention is is useless unless done oo measurement k correct that f accurately. In every rule the basis of measurement is the Load Water Line. There are a number of ways of taking this but only one correct method. Some measurers try to see with a mirror where the I.w.1. endings come. This is useless. Others have butterpats or pieces of wood floating in the tank. This also is not good, and the pin-sticking method must be condemned as well. Obviously a boat draws the water up at the SKETCH OF WATER LINE FINDER Not te Seale / Fine silk plumb line with ex. weight. ends by capillary attraction to the surface of the hull so that her waterline will always appear to the eye to be longer than it really is. The method of measuring a waterline as used by the M.Y.A. is very simple. A brass bar with a fine edge is arranged in the tank. The boat is put into the tank and the amount of liquid in the tank is then increased or decreased until the bar is absolutely at the surface / Water Levely _ oh ae The M.Y.A. Water Line Finder and method of using it. November 1929 THE The Model Yachtsman. M.Y.A. 6-m. EPTEMBER 29th was a red-letter day in the history of the above club as it marked the official opening of the new headquarters at the Rick As is generally known, the Club Pond, Surbiton. recently migrated to Surbiton from the Round Pond, Kensington. The club’s new sailing water is situated in the Home Park, Hampton Court amidst delightful surroundings, and is sometimes known as the ‘Surbiton Lake.’ It has for many years been used by the Surbiton M.Y.C., and the South London M.Y.C. also recently moved there from Clapham Common. With the erection of the fine new boathouse there for the Y.M. 6-m. M.O.A., a full programme of sport will be assured for every week-end throughout the year. In order to suitably mark the occasion of the inauguration of the new boathouse, an Open Inyitation Regatta was held for the A-class. A good response was received from other clubs, and in order that all visiting boats might be accommodated, it was decided to limit the home club to three yachts. This gave a field of fourteen com- petitors. These were: ‘Folly Il” (A. Read. Gosport M.Y.C.), “The Limit” (R.W.Lance, Gosport M.Y.C.), “White Heather” (Col. Sparrow, Eastbourne M.Y.C.), ‘Vi’ (F. Borkett, Eastbourne M.Y.C.), “Nestling” (H. Payne, Eastbourne M.Y.C.), “Iris” (A. Bonyface, Eastbourne M.Y.C.), “Hilda,” (A. Pelling, Eastbourne M.Y.C.), ““Cygnet”’ (A. Prodger, Eastbourne M.Y.C.), “Queen Bee’ (D. J. Sparke, Forest Gate M.Y.C,), “Mary Too” (P. J. Levy, South London M.Y.C.), ‘‘Miss South Africa” (R. Perrin-Cole, Durban M.Y.C.), ‘‘Whiteball”” (H. K. Taylor, Y.M. 6-m. M.O.A.), “Norah” (K. Phelan, Y.M. 6-m. M.O.A.), ‘‘Ariel” (F. J. Aumonier, Y.M. 6-m. M.O.A.). The water in the lake after such a dry summer was somewhat low and with a 8.8.W. wind it meant a dead plug to windward. At the time of the start it was blowing very hard and all the yachts sported their second and third suits with the exception of “Mary Too” which sailed under her first suit as she had no second available. Under the conditions she was hopelessly overcanvassed but in the capable hands of Mr. Levy did very well considering. For the plug to windward guys were discarded and the boards were sailed out tack and tack. Some capital weather boards ensued and excellent racing was witnessed. Down wind very careful trimming was essential, and the runs were perhaps not quite so well sailed, but nevertheless the skippers got their boats through very well considering the fierceness of the squalls. Fouls were somewhat frequent but mishaps rare. The Gosport contingent would have been well to She the fore but for an accident to ‘Folly II.” 139 “AT M.O.A. HOME.” was going extremely well and fully maintaining the: reputation she earned at Gosport this year in the British Championship, when the strap which formed her carrying handle broke. The yacht fell heavily in concequence and was badly damaged which necessitated her withdrawal. Our sympathies are with Mr. Read and his popular and sporting skipper Mr. Locke. The Eastbourne craft did not do as well as might have been expected after their gocd showing in the Eastbourne Cup. This may have been due to the skippers finding the water strange after their own. lake. Of the other boats “Norah” is not quite down to her proper marks, and naturally suffered under the prevailing conditions. She is from the lines of “Crusader” and will prove most formidable when she is properly tuned up. ‘Ariel’ has plenty of speed, but her skipper has been dinghy racing lately and has models. not yet got his hand in again with the An adjournment for lunch was made at one o’clock. This was preceeded by the Official Opening of the new clubhouse. The ceremony was performed by Mr. Gerald B. Booth, Secretary of the Kingston Regatta Committee. Mr. Booth is well-known as a rowing man and organiser of the Kingston Regatta and the Club were very lucky to secure his services.. In his speech Mr. Booth suggested that the Club might have selected someone better acquainted with the sport of model yachting; but his remarks show- ed no sign of such difficulties, and he introduced many happy little touches. In speaking of THE MODEL YACHTSMAN, he said that he could not help being struck by the picture on the cover of the magazine, which showed a model yachtsman in ‘oilies and sou’wester’ turning his craft. To advertise the sport under such conditions showed that the Editor was very sure that he had the right sort of men to deal with. Mr. Booth also said that he strongly advocated the International side in all sports and that much good must accrue to the nations thus brought together in friendly rivalry. He wished the Club every success and long life in the new boathouse. Lunch was then served by the ladies in the clubhouse. Part: of the company, however, preferred to picnic outside on the grass, Racing was resumed after lunch and carried on till about four o’clock when heavy downpours of rain made conditions too unpleasant and the match was stopped. As it was found impossible to complete the tournament, points were taken after seven heats. This possibility had been foreseen and a general agreement obtained before racing started. 140 November 1929 The Model Yachtsman. The winner proved to be “Miss South Africa” with 32 points out of a possible 35. Until this meeting this yacht had not done as well as had been expected. She was capitally skippered by Mr. C. Drown and thoroughly deserved her position. “Whitehall,” a new boat designed by Mr. J. G. Feltwell was second with 26 points. She was excellently handled by her owner and showed great speed in the heavy weather. “Queen Bee” was third with a score of 25. The weather suited her and we were somewhat disappointed to find that she did not do even better. At the conclusion of racing a capital tea was served in the Club-house by a leading firm of local caterers, and over a hundred and twenty guests partook of the excellent fare provided. Mr. Booth presented the to Cup Mr. Drown, who in reply said that he was sending it to South Africa, and apart from his own pleasure in gaining it, he thought that the success for the young State would be a great encouragement to the Durban M.Y.C. and some reward for their enterprize in sending the yacht to compete in the British Championships at Gosport in 1928 and 1929. HOW TO BUILD A It is interesting to record that the Cup for the race was donated by Mr. W. J. Daniels, the winner of the International Races at Gosport. Mr. Whe'stone congratulated the Club on the success of its opening event and thanked the ladies who had assisted in the excellent arrangements made for the entainment of guests. The Hon. Secretary replied and thanked Mr. Whetstone for his services as Officer of the Day and coupled with his name in the vote of thanks the names of the other officials of the Regatta. Mr. H. C. Whetstone as Officer of the Day had the assistance of Mr. W. H. Davey as Starter, Messrs. E. E. Marshall and T. Powell as Judges, and Messrs. T. Willoy and H. Brent as Umpires. Altogether the meeting must be pronounced a great success and it will no doubt be followed by similar events in the future. Finally a word of hearty appreciation must be said for the indefatigable and popular Hon. Secretary of the Club, Mr. J. G. Feltwell, to whose patient and untiring work the entire success the event is due. BREAD-AND-BUTTER Part III. HE bread-and-butter method of construction is particularly adapted for the construction of show models, half-models, and decorative models, as well as ordinary sailing models. Naturally in the case of show models and decorative models it is unnecessary to hollow the inside, but a certain amount can be cut out for the sake of lightness. The half-models, when completed, are mounted by being screwed on to a board. A very good effect can also be obtained when the half-model is being put in a case by mounting on a mirror. In any case the painting and finishing should be done before the model is mounted. In the case of decorative models when it is desired to show the planking, the planking can be indicated by grooves cut with a fine V chisel. A good effect can also be obtained by glueing planking cut of veneer on to the bread-and-butter hull. The planking can even be made of thick paper. The bread-and-butter system can also be used in building hulls for various kinds of power-craft, but if so it should be well insulated from heat and good engine-bearers fitted. Returning to our sailing yacht hull, if the deck is fixed on top of the sides it will be roughly shaped before fixing and the edges finally trimmed down to conform with the hull after fixing in position. of HULL. By YARDSTICK. The next step is to line out the deck to represent planking. If our deck is of cedar we can paint it white and line out on the white paint. This is not a very yachty thing to do, however, and if it is desired to line out the deck pine should be used. Many real racing yachts in the smaller classes (particularly the raters) were of light construction and had their decks canvassed. These canvassed decks are usually painted white or stone. On the other hand a laid deck is never painted. Therefore, if it is necessary to paint one’s deck it is better not to line it out, but to stick to the prototype. In order to prepare a pine deck for lining out give a couple of good coats of clear size and lightly rub down afterwards. The size will stop the wood in the deck from drawing. The actual lining-out is done with Waterproof Drawing Ink. There are two systems that can be used in the deck planking, they can either run parallel dead straight fore-and-aft, or they can follow the deckline round. The latter is used in the best practice. If we decide to run them straight fore-and-aft, a drawing pen is used and a ruler. The pen used is a proper drawing pen and not a mapping or engrossing pen. It must be kept clean and should be tested carefully before starting on the job. The Model Yachtsman. If we are going to do the job yacht fashion a marking gauge is needed. The pen is fitted to this in place of the usual point and the gauge carefully set. When this system of planking is used for a real yacht’s deck there is a plank down the middle of the deck into which all the ends of the deck planks are recessed. This centre plank is known as the king-plank and is of teak. If will, therefore, be right to stain this centre plank dark. _ In the case of a new hull it is probably more convenient to temporarily remove the deck during the lining, and it is most easily done if this is attended to before the reinforcement pieces for the deck fittings are glued in place. It is not a difficult job even on the boat herself, provided the marking gauge is held steady and the pen kept clean throughout the operation. The edge of the deck must be covered with a 141 surface of the table. The waterline can then be struck in with a scribing block. After the lead paint we are ready to give the undercoats for our finishing enamel. Either zinc paint or any undercoating recommended by the enamel manufacturer can be used. In order to get a sharp line between the topsides and bottom strips of gum paper are stuck along the waterline. When finished with they can easily be washed off the hull. The boat is again rubbed down between each coat of undercoating and as many coats are used as are necessary to ensure a perfect surface and ‘cover ”” the hull properly before enamelling. Two coats of enamel should be given. After the first one the hull can be rubbed down very lightly with the finest grade of the ** Wet-or-dry ” paper. After the second use a damp leather with a on top of the sides this forms a nice finish, but if the Actually a slightly rubbed-off hull gives a better surface and is smoother than one that is left with the full glitter of the enamel, but care should be taken not to rub down enough to spoil the appearance of the final coat. board can be omitted and simulated by bringing the paint of the sides“on to the deck for the distance of about half an inch. The covering board should be a light piece of cedar and not too big. After lining out the deck (allowing for the covering board in so doing), it is best to give a coat of varnish before actually fitting the covering board, or rail, as it is sometimes called. After this we are ready to give the hull a coat of priming paint. The priming can be made of any old paint, and should be made thin and “sharp” with turpentine. It then penetrates into the wood, filling the pores and providing a good key for subsequent coats. If the load waterline of the model falls on one of the joints go along the seam with a sharp-pointed copying pencil, pressing sufficiently to slightly scribe the line along the wood. After the first priming coat rub down and carefully go over the hull again and stop where needed. You may easily find quite a few little places that were missed previously. Remember when painting to use good brushes and keep them spotlessly clean, washing out carefully each time before you put them away. It is always best to use a number of thin coats of paint rather than a less number of thick coats. Ample time must be allowed between coats for drying and good rubbing down is also essential. The best paper for use for rubbing down is one of the water glass-papers, such as ‘‘ Wet-or-dry.” This is dipped in water and the hull rubbed down wet. After the two priming coats a couple of coats of lead paint may he given. The copying pencil should be run along the waterline between each of these coats. If the waterline falls between-the “layers” of the wood it can best be struck by chocking the hull up firmly on a table. Care should be taken to get her so that the waterline will come parallel with the . : i) . . f covering board when the deck has been dropped in real-yacht fashion. Even where it has been laid saving of an ounce or two is of moment the covering Ne November 1929 little finely ground whitening. It should be borne in mind that it is easy to add a great deal of weight to a boat in painting, and therefore, though many coats are needed to get the best finish, they must ke very thin and she must be rubbed down very well between each coat. When our hull is painted, the deck-fittings can be put in place, the hatch finished off, and nothing remains but to fit our craft out. In conclusion one caution should be given. Never use shellac as a primer or filler for any surfaces, and only employ a really reliable boat varnish. There is no need to look to America for a first-class article, and Rylard Varnish, which is advertised in this magazine, can be confidently recommended. The enamel made by this firm is equally good and is - also an all-British product. The fitting-out and rigging of the yacht next calls for notice, but as the scope of the present article is construction on the bread-and-butter system, I must leave these subjects for a future occasion. Nonsense Rhymes. A sanguine inventor said ‘‘ Here Is my wonderful rudderless gear. A flexible keel Is the very ideal And only correct way to steer.” There was a young man who said ‘ What Shall I christen my new model yacht ? Jane, Christabel, Delia, Lynette or Ophelia ? Or is Anne is the pick of the lot.” H. | 142 The Model Yachtsman. 4 tee ns ma 2. gs 2 ok ail es eG Nee RES, SS: =a LONDON JOTTINGS. KNIGHT CUP (10-METRES). This annual M.Y.A. event was sailed on the waters of the Forest Gate M.Y.C. on September 25 under very squally conditions. Three boats entered from the local club whilst the Cardiff M.Y.C. were represented by “* Charm” (Len Smart). A very strong west by north wind gave a beat to windward and a run back. Under the conditions none of the boats was seen at her best to windward, though possibly *‘ Charm” performed more creditably than her rivals. Down wind all the boats were wild, and under more favourable conditions results in some cases might have been different. Two rounds were sailed, and at the conclusion the scores were :—‘ Louie” (R. Hunt) 2 7, “Charm ” (Len Smart) 19, “Secundus” (A. poe 10, “Nemo ” (W. Kingsmill) 4 Mr. A. J. Hugo, Vice-Chairman of the M.Y.A., was O.0.D. and had the assistance of Mr. C. E. Hodges as Umpire and Messrs. Johnson and Hutchinson as Starters and Scorers. As the possible score was 30 points ‘* Lovie’s ” performance was a very good one. d FOREST GATE MLY.C. The Junior Branch of this Club, which is confined to those of eighteen or under, has grown lately. A supporter of the Club in Australia{sent a donation to be devoted to prizes for the *‘ Boys.’ The race for these was sailed on September 7 with 10-raters. The result was a win for “ Scandal” (A. Jerram) with 16 points. Other scores were :—* Vanity” (Mr. Fuller) 13, ** Fly ” (M. Greybrook) 9, ** Dolphin” (M. Cook) 7, “ Dainty” (A. Apling, Jnr.) 5. The models used were those the boys had helped the seniors to sail, but the seniors on this occasion acted as turners only and were not allowed to trim or alter anything unless the boy instructed them. The skill of the Juniors was an agreeable surprise to all who witnessed the race. On September 4 the Commodore, Mr. W. H. Bliss, gave a prize, the winner to be the boat making the nearest to a mystery number. The winner was found in Mr. Smith with the third highest score, which proved to be exactly the mystery number. The top scorer, Mr. A. Jerram, took the second prize. LONDON LEAGUE. Report of the League’s 10-rater Championship is unavoidably held over until our next issue. = EAST ANGLIAN NOTES. LOWESTOFT. We hear that the boys of St. Margaret’s College, Lowestoft, are taking an interest in mode yachting and that a 10-rater model to a good design is now nearing completion. The boys are anxious to get into touch with a club that is affiliated to the M.Y.A. The Norfolk and Norwich M.Y.C. is rather a long way from Lowestoft but at the moment there is not a club nearer. The Gt. Yarmouth M.Y.C. has, we believe, had the question of affili- ation to the M.Y.A. under consideration, and we hope to have good news of them in due course. There was talk of building a Model Yacht Lake at Lowestoft about a year ago, but so far nothing has materialised. In an up-to-date town like Lowestoft, which is not only a pleasure resort, but a fishing centre, and also has strong yachting interests both at sea and at Oulton on the Broads, the lack of a model yachting lake is a surprising omission from the ameneties of the place. We hope that this may be remedied in the near future. We suggest that it would bea very profitable way of finding work for the unemployed during the winter, and when completed would be an extremely popular feature. Our information comes from Mr. R. Garwood, who is the Sports Secretary at the College, and one of those® particularly interested in the sport. It may be that in the near future we shall see model yacht matches between schools and colleges all over the country. We already have an Eton and Harrow Cricket match, why not an Eton and Harrow Model Yacht Race? Possibly this sounds a strange idea to-day but who knows what the future may hold for our sport ? In the Home Counties. GERRARD’S CROSS. that in our last month’s report, through a clerical error, we gave Mr. Nigel Cavendish’s name as Mr. Noel Cavendish. Mr. Cavendish We regret requests that anyone interested in the formation of a club locally will communicate with him c/o Messrs. Spaull & Co., Booksellers, 8, Station Parade, Gerrard’s Cross, November 1929 IN THE The Model MIDLANDS. 143 in a fierce gust which caused her to broach and put her on her beam ends. She struggled up, however, and crossed the line well ahead of her rival. * Egeria,” the smallest boat in the fleet, was at STOKE-ON-TRENT M.Y.C. Cup Race. The trophy for this event is a very handsome silver cup presented to the Club by its President, E. D. Grasett, Esq. There was an entry of eight 10-raters for the Preliminary Round. The final was held on September 21 in a very heavy gale. The finalists were :—‘“ Ariel” (J. G. Wood, Jnr.), “ Astra” (J. Wood, Snr.), “ Egeria” (J. Grocott), and ‘Seagull’? (H. Wayte). The race was on the tournament system under M.Y.A. rules and the course gave a beat and a run. Yachtsman. All yachts were under second suits, but would have done better with their thirds. It is of interest to mention that one of the competitors, “* Astra,” is to the Daniels 10-rater design, which was published in the MODEL YACHTSMAN last year. On one occasion at the start of the run down wind this yacht sat down on times completely hidden in the troughs of the sea running on the lake. ‘ Ariel’ eventually ran out the winner, not having dropped a single point during the whole of the race. “* Seagull’? was second. The Club’s sailing water is about 175 yards long by 50 yards wide. In one or two places the water at the sides is too shallow, but the Club intend to put matters to rights in this respect befcre next season. It is almost an ideal model yachting lake, as there are no hindrances to the wind with the exception of a poultry run at one corner. The Hon. Secretary of the Club is Mr. H. C. Arrowsmith, 2, Winton Terrace, Stoke-on-Trent. “her stern and, cocking her bows up, planed down wind in a most surprising fashion. Unfortunately her headlong career was brought to a sudden stop ~S—=.: = = sa —§ ——— ag = SOUTHERN UNION. (Correspondent : Pay Lt.-Cdr. W. F. Behenna, R.N.) M.Y.A. “ NYRIA” CUP FOR 18-FTS. This year’s contest at Gosport for the beautiful “ Nyria” Cup brought a larger entry than any 18-ftr. race held in this country for a long time, as no less than four clubs were represented with seven starters. Alderman E. W. Lapthorn, J.P., was scheduled to act as O.0.D.. but was prevented by pressure of business. The duties were ably performed by Mr. W. Halliday, Hon. Secretary of the Gosport M.Y.C., who had the assistance of Messrs. A. Jones and W. Baird as umpires, and Messrs. J. Read and W. Williams as starters. The scores were :—‘‘ Sheila” (L. Lock, Gosport M.Y.C.) 23, “Iona’’? (W. Shell, Solent M.Y.C., Southsea) 22, “The Limit” (R. W. Lance G.M.Y.C.) 19, “Scamp” (G. Arney, 8.M.Y.C.) 15, “Foliy” (J. Read, G.M.Y.C.) 9, “Chic” (O. Steinberger, M.Y.S.A., Kensington) 9, ““ Kathleen ” (T. A. Watney, Surbiton M.Y.C.) 8. ABERSOCH M.Y.C. We are informed that a new club has been started at Broadstairs for the Juniors under the above title. There are now some thirty members all under seventeen years of age. It took a fortnight to form the club, and in addition some £30 was collected towards a fund for building a pond. The club held its first race on August 29. The class “ASTRA,” (Stoke-on-Trent M.Y.C.) Built to 10-rater desizn by Mr. W. J. Daniels which appeared in THE MODEL Y ACHTSMAN last year. used was 30 inches overall and resulted :—Ist, *Valdora”; 2nd, “Coral”; 3rd, ‘‘ Blackbird.” The Hon. Secretary is Mr. Richard Sidebotham, Stone House, Broadstairs, and anyone interested is requested to get in touch with him. 144 The Model Yachtsman. SOUTH FARNBOROUGH M.Y.C. The latest club to become affiliated to the M.Y.C. is the South Farnborough. Though the club has not been very long in being it has a very enthusiastic membership. The class sailed is 30 inches overall, and a number of boats from designs published in the MODEL YACHTSMAN have been built to this size and sailed with great success in the class. Amongst these are a miniature “ Frolic” (lines published in our Vol. I, No. 1), a sharpie (published in Vol. II, Nos. 1, 2, and 3), and a Littlejohn boat (Vol. I, Nos. 6, 7, and 10). The little craft which we publish the sail plan of this month should prove a likely craft for this class. The Club have under consideration the question of taking up a larger class also, so as to be able to participate in inter-club competitions. The Club Cup race was sailed on October 6, and was won by a model from the lines of the 36-inch L.O.A. design by Mr. A. Littlejohn, which was published in THE MODEL YACHTSMAN last year. The boat was, of course, scaled down to 30 inches to fit the class. The owner of the winner was Dr. Attenborough. The Hon. Secretary is Mr. A. 8. Fowler, 130, Lynchford Road, 8. Farnborough, Hants, and anyone interested should apply to him for further particulars. BOGNOR REGIS. We are given to understand that the construction of a model yacht lake is under contemplation by the Council. Undoubtedly a good model lake is a great addition to the amenities of any town, and the Bognor Council will find this a good way of dealing with the unemployment problem during the coming ad esd November 1929 level. In the second board her opponent went aground and a re-sail was ordered. ‘* Remora” lost this by inches, only the judges being in a position to adjudge the winner. This left “Sheila” and ** Remora ”’ tied with 10 points and a deciding board was necessary. ‘Sheila’? was somewhat favoured by the lightening wind and ran out the winner, and thus retained the Cup. Scores :—** Sheila ” (S. Roo) 10, ‘“*‘ Remora ” (F. H. Thompson) 10, “* Blue Jacket”’ (T. Earnshaw, skippered by E. North) 8, “ Mary ” (R. B. Roche, skippered by E. Turner) 8, “ Britannia ” (J. Clapham) 4. Sidney Carter Cup for All Classes on Handicap. This race was held on September 14 and proved one of the most interesting of the season. The entrants are sailed in pairs, and for handicap purposes the A-class are all on the scratch mark and the other classes get various time allowances on an agreed scale. The S.S.W. wind gave a run dead up the Dam and a plug to windward on the return journey. # The breeze was strong and gusty and all craft turned out under storm canvas. There were a number of close finishes and for a time it looked as if “Mary” (W. Harrison) would be the winner, but towards the end of the day ‘“ Black Prince ” (B. Stephenson) put up a fine windward board and beat her for first place by 15 seconds. The final placings and corrected times were as follows :— “Black Prince” 10m. 29s., “Mary” 10m. 44s., “Dauntless”? llm. 13s., “Sheila”? Ilm. 23s., “Peggy” Ilm. 28s., “ Blue Jacket” 11m. 39s., ‘““ Whimbrel ” 12m. 8s., “* Flying Cloud’ 12m. 29s., “Silver Cloud’ 12m. 37s., “‘ Remora” 13m. 2s., “Dainty” 13m. 19s., “ Britannia” 13m. 29s., “Desiree”? 13m. 39s., ‘“Scindia” 14m. 19s., ‘** Winsome ” 15m. 20s. The Club concludes its season on October 12 with a Flag Race, which is important, as in the A-class two or three of the boats are in the running for the points prize. Full results of all classes in this season’s flag races will be reported in due course. NORTH OF ENGLAND M.Y.U. BRADFORD M.Y. & P.B.C. Since our last report the Club has carried out the last two cup races of the season, accounts of which are appended. Blackwell Cup for 12-Raters. This event was sailed on August 31 and brought an entry of five. The wind from the N.W. was strong at the start, but lightened considerably as the afternoon progressed. It was a reach both ways of the Dam, and some exceptionally keen racing ensued. Several boards were won by inches only, and when the final heat came to be sailed “ Sheila,” last year’s winner, had 10 points which could not be improved, as she was a bye in this round. ‘‘ Remora” with a possible of four more points, could win outright by taking both boards or tie with one. Amid great excitement “* Remora” won her first board easily and drew WITH THE POWER BOATS. BIRKENHEAD M.Y. & P.B.C. The Power Section of the Club has not made as good progress as was anticipated during the past season. Apart from the capital steamer event which formed part of the Regatta organised to mark the official opening of the new lake, the Club has held five races for power-driven craft. The number of starters has not exceeded four, and during the latter part of the season the races have resolved into a duel between ‘“ Banshee ” and “ Scotia.” The Model Yachtsman. November 1929 The full record is :—‘‘ Scotia” 145 (the Claughton presented to the V.M.S.C. by Sir Samuel Instone Cup, 2 firsts, 2 seconds), “ Banshee” (2 firsts, 2 seconds), “ Priscilla’ (1 second, 1 third), ‘ Boy some years ago. The donor is better known in connection with the Instone Shipping and Air Lines. Jim” and “ Rock Ferry ” were non-starters. Both cups are open to any type of boat. * Scotia’s ’’ success can be attributed to a well- A full 8.W. gale was blowing down the lake, dead designed hull, steady running, and an excellent blow-lamp. The last has been mainly responsible for her success against her larger rivals. ‘‘ Banshee,” an admittedly handsome and able boat, has been under a continuous spell of bad luck, and her blowlamp has let her down in race after race. At other times when running in good trim and travelling well, she would suddenly sheer off to port for some unknown reason. “ Banshee’s”’ are supposed to betoken bad luck, but she certainly had her share. * Priscilla,’ a graceful craft of the steam yacht type, was no match for the two fliers, but joined in the game from a spirit of good sportsmanship. * Rock Ferry” is at present undergoing refit, and on completion may be expected to show what she is capable of. We hear that the owner of ‘“ Scotia ”’ has a hydroplane on the stocks. When finished and tuned up this craft may completely put her rivals out of court. Her builder is a skilled craftsman in metal and wood, and a designer to boot, so let the across the course, and the strong beam wind, combined with a heavy fall of leaves, made running extremely difficult. In many cases the need of an anti-fouling propeller was clearly indicated. The first event provided many thrills, and of the seven competitors only one, Mr. Jones’ “ Water Lily,” found the bull. Conditions for the “* Instone” Cup were even worse, as a veritable Sargasso of floating leaves surrounded the target. This time, Mr. Davis with ‘‘ San Fari Ann,” was the only one to find the centre of the target. This craft is a petrol driven cabin launch of the 14-metre class. Results :—**‘ Wembley” Cup: “ Water Lily,” Mr. Jones, 8 points out of a possible 15, ‘* Instone ” Cup: “San Fari Ann,” Mr. Davis, 9 points out of a possible 15. J. B. SKINGLEY. Pe rest beware, or better still, get ready with similar craft to meet him on equal terms. TO THE POWER-BOAT CLUBS. VICTORIA MODEL STEAMBOAT CLUB. We are delighted to have the above reports from The Steering Competitions for the ‘‘ Wembley ” and ‘‘ Instone ” Cups were held at Victoria Park on October 6. The “Wembley” Cup is a handsome trophy and reminiscent of the early days of the Club, since it was won by them in a team race contest on the old Wembley Park Lake in 1905. It was subsequently won in the following years, and Our wish is to do as much for the power-boat fraternity as we do for the sailing men, but we of later times it has been turned over for competition within the Club itself. The “ Instone ”’ Cup was cannot do so without their full co-operation. Club news, articles, correspondence, are all welcome. the Birkenhead M.Y. and P.B.C., and the Victoria 8.C. for publication, but where are all the others ? We have space at your disposal; use of it. please make full Our Scottish Pa 4 & By Wanzi Ranya& SCOTTISH M.Y.A. 6-METRES CHAMPIONSHIP. This year the Championship Regatta took place in a howling gale, and it was a revelation to watch these wee craft sailing in weather which would have kept their prototypes at moorings or else blown them on to a lee shore. Time after time the little boats were knocked flat and blown back, but they ever fought their way up to windward despite the strength of the wind. As in the case of the Scottish 12-metres Championship, the event was held at Dumbarton on the Meadow Park Pond, and before describing the racing we wish to thank the home club for the welcome and entertainment afforded on these two: visits. Nine clubs were represented and nine heats were sailed, one boat standing a bye in each heat. Ifa little criticism is permissible we may say that we should have liked to have seen some of the yachts better handled. Many of the models would have made a better score had they carried rather smaller ' storm suits, and some did not appear to be always trimmed so as to get the best out of them. Two 146 The Model boats in particular were splendidly handled and “ Adapta” and “Corona” well deserve their positions at the head of the fleet. It was a tricky matter to get a boat to run down wind as one would like, but Jack Livingston in particular managed well enough most of the time. ‘‘ Adapta,” which was, we believe, converted to the class, was really far too powerful for her opponents and put up a most convincing performance. Whilst watching the racing, we noticed several breaches of rules both in the letter and the spirit. Some of these infringements were, no doubt, committed in ignorance and we are not suggesting that a strong force of the C.I.D. is needed at a model yacht race, but we feel that a little more supervision would be advantageous. Yachtsman. Noveinber 1929 We do not know whether this Cup is held by the Club or the individual, but in this year’s race it makes no difference, as will be seen from the scores : * Forward.”’ 30, and “ Lady Hansen ”’ 23, Greenock M.Y.C.; “Osprey” 21 and “Cutty Sark” 18, Dumbarton M.Y.C.; ‘“ Diana” 26 and ‘“ Lady Betty’ 11, Paisley M.Y.C.; “Jeanie” 22 and ** Unknown ” 14, Port Glasgow M.Y.C.; “ Iris” 13 and “ Naushabah ” 15, Clydebank M.Y.C. Although cinema men have visited regattas in the South, this was the first occasion that a Scottish race has been filmed. The operator got some good After the race, tea was served in the local Club House and the ballot for next year’s venue taken. Dumbarton will have the honour in 1930 and the race will be sailed on the Meadow Park Pond. After the Cup had been presented to the winner by Mr. Todd, of the Dumbarton Club, the usual speeches were made, and so ended a very pleasant afternoon’s sport. The race officials were Messrs. J. Hill and A. Sharp, and the general arrangements of the Regatta in the hands of Mr. D. Thomson shots during the afternoon, and some of our readers Wilson, of the Greenock M.Y.C. will no doubt have seen the film. We welcome this sign that the sport is gaining in popularity and importance, and hope that this is only a beginning. THE MODEL YACHTING ASSOCIATION’S As the race was over by four o'clock, our old friend, Mr. McPherson, made the excellent suggestion of a sweepstake at a shilling a boat to while away the time whilst the winner was being measured. Six of the competitors agreed to participate in this further event, and as the wind had moderated somewhat, the race proved even more interesting than the Championship. In this race, ‘‘ Corona” This race, for which the trophy is the handsome **Yachtsman’s” Cup, was held on Sept. 28th, under absolutely ideal weather conditions. Last year’s race was held at Whiteinch with only two clubs competing, the West of Scotland and Gourock. This year the Bradford M.Y.C. was also represented. We journeyed down to Gourock in the hope of came away with full honours and a possible score. By the time this was over the measurement was completed and those present gathered at the Club House to hear the result of the Championship. The 0.0.D., Mr. A. MacDoughall, then announced the results as follows :—Ilst, “* Adapta”’ (T. Porter, Victoria M.Y.C.); 2nd, “Corona” (J. Livingston, West of Scotland M.Y.C.); 3rd, “Semaj” (A. Sharp, Greenock M.Y.C.). The scores of the individual clubs were :— Dumbarton 8, Gourock 4, Greenock 22, Inverleith 20, Maxwell 8, Paisley 18, Queen’s Park 14, Victoria 26, West of Scotland 24. The possible score was 32 points. GREENOCK 1906 CHALLENGE CUP. The race for the above Cup was sailed on September 14, at Cowdenknowes, Greenock. This annual event is open to clubs in Ayrshire, Dumbartonshire and Renfrewshire; and this year two 12-metres were entered from each of the following clubs :— Dumbarton, Clydebank, Paisley, Port Glasgow and Greenock. Among the members of the Clydebank is a lady sailing member, who is the first and only model yachtswoman in Scotland, as far as we know, though Mr. Healy, of Queen’s Park, has a young daughter who bids fair to show her dad a thing or two in the near future. One can generally rely on the wind at Cowdenknowles and in this race conditions were quite good until the last heat, when the wind fell right away. BRITISH 12-METRES CHAMPIONSHIP. seeing Mr. Vernon Dawson, with ‘ Albatross,” but he was unavoidably prevented from coming north for the occasion. The loch at Gourock is fine and open, but on the small side, and any mistake is fatal. There was a strong wind blowing and the course was set for a beat and run, but a good many of the boats were able to lay through from time to time. “Thelma,” last year’s winner, had a day to her liking in every way. She lost a couple of points early in the match, but never dropped a board afterwards. In one of the later runs she made a bad course, but her opponent was disqualified for mishandling his boat at the flag. However, this would have made no difference to the result. Most of the boats carried their smaller suits and of those who sported full sail, some would have done better under reduced canvas. The half-time scores were: “Thelma” 21, * Sybil ” 14, “ Forward ” 13, “ Jean” 13, “‘ Hinba ” 9, ‘‘ Minnehaha ”’ 6, “* Waione”’ 6, ‘‘ Asteroid” 5, and “ May ” 2. In the second half of the race some of the boats changed positions, but nothing outstanding occurred. “Thelma ” continued her victorious progress, but we admit that we should have liked to have seen her superiority seriously challenged, as a walk-over is never in the best interests of the sport. The writer has always thought that ‘‘ Thelma ”’ owed the greater part of her success to her steadiness, and many others have held the same opinion. This race, however, demonstrated that she owes her place November 1929 The Model Yachtsman. to out-and-out speed, coupled with the ability to point high and hold her course. “Jean,” the runner-up, is well-known about the district, and her owner, Mr. Jones, of the Gourock Club, has nothing to learn about handling her. She well merited her place and we are glad to see Gourock figuring in the prize list at their second attempt. All unbeknown to themselves, the Gourock M.Y.C. are the owners of the first winners of this Cup, but it was not until Mr. Rodrick, in his after-tea speech, mentioned that he had long been interested in this annual event and well remembered “Silver Heels” winning it on the first occasion, that the local club had an idea that one of their boats was so famous. We have to compliment the organisers of the Regatta for the able way in which the racing was conducted. The 0.0.D. was Mr. A. MacDoughall, of the West of Scotland M.Y.C. Unfortunately, he had to leave early in the race, but his duties were well carried out by his confrére of the S.M.Y.A., Mr. D. McPherson. After the race, the Gourock M.Y.C. entertained the company to tea in the Club House and the ladies did us right well. The final THE 147 placings were :—‘‘ Thelma” (G. W. Munro, West of Scotland M.Y.C.) 38, “Jean” (P. Jones, Gourock M.Y.C.) 22, “Sybil” (A. W. K._ Rodrick, W.S.M.Y.C.) 20, “* May ” (M. Polonis, G.M.Y.C.) 19, “Minnehaha” (H. W. Smith, G.M.Y.C.) 19, “ Asteroid ” (H. Wright, W.S.M.Y.C.) 17, “* Hinba ”” (T. Aikenhead, W.S.M.Y.C.) 17, “ Waione” (W. McKerrell, G.M.Y.C.) 16, ‘ Forward ” (W. McKechnie, Bradford M.Y.C.) 12. We were disappointed not to see the Ayr Club: represented, as this club is affiliated to the M.Y.A. We have heard a rumour that the race may be held at Ayr next year. From time to time the writer has grumbled considerably that clubs have not sent in their news and helped us to make these pages full and interesting. We are glad to say that this has had its effect and we have a growing pile of non-racing news which should make good reading during the coming winter months. There is a large fleet of new yachts under construction for next season—* A” class, 12-metres and 6-metres, and we shall have something to say about these in due course. B-CLASS. By E. Marx Ropsrnson. Various suggestions have been published in the pages of THE MODEL YACHTSMAN in the form of letters from readers, all bearing on the subject of a proposed smaller class of international racer. Most of the writers have put forward a plea for a simple formula, though none have suggested any real data from which a formula might be built. There is much to be said for the idea, because so many model yachtsmen prefer to design and build their own boat; but few average amateurs would care to undertake the design of a class boat to any formula similar, say, to that of the “A” class. To the amateur who has endeavoured to follow this formula up to the stage when he can begin to make calculations, it is disheartening to find that the boat is going to be quite out of rating, and he must shave a bit here, add a bit there, and make an alteration somewhere else; in fact, begin all over again, still probably to find more changes necessary. For the international “A” class it is worth the while of most men to obtain a design from one of our designers who is an acknowledged expert. That is quite reasonable, especially as the larger boat is essentially for the man who can afford the expenses which she certainly entails. But the “ B” class is to be a smaller boat, and should be so regulated that the man of smaller means can easily provide himself with one. There is another point of view, which does not appear to have been expressed at all with regard to this proposed smaller class. The main point put forward is that there shall be a smaller class, for which also there shall be an annual international race for a fine challenge cup. That idea is, undoubtedly, very nice, and doubtless will make some excellent international sport and friendships; but it will surely be a much finer raison d’étre that such a boat may be comparatively easy to take about, and British owners would probably frequently go to other countries for their holidays, taking their “ B” class boat with them, being sure of a welcome from the local foreign club, and also of some good racing while there. And the same will hold good of the Frenchman, Belgian, German, Dane, or any other foreign model yachtsmen, who would come to our shores for a holiday, bringing their boats with them. All this would appear to be a much sounder reason for bringing a ‘‘ B” class boat into being. Therefore, a simple formula for designing to will appeal to a much larger circle than do those of the 18-ftr. and 6-metre classes. Any formula introduced should be drawn up with a view to preventing the production of freak boats, and for that reason. should have leading dimensions definitely fixed within limits (up and down). On the other hand, sail area and displacement should be left as far as these limits will allow to the discretion of the designer. ' There can be very little substantial reasoning advanced for forming another class of racing models on the basis of a scale model of any I. Y.R.U. rule. 148 The Model The racing model must be carried a good deal, and, more often than not, with her sails set. The 18-ftrs. and 10-raters weigh from 17 to 21 lbs., more or less, and it would be hard to find anyone who will admit to enjoying the job of carrying them. Of course no one complains of the carrying. It is a part of the price paid for the sport ; still, it would be nice to have as good sport with a boat weighing no more than, say, 14 lbs. suggestion which might form a basis of discussion and a means of arriving at a satisfactory solution of the question. One point definitely aimed at is to produce something different and somewhat smaller than the 18-ftr., 10-rater, or one and two-thirds 6-metre classes. 50 ins. = 1.25 metres. % of L.O.A. as maximum. Beam limited to ... 22.5% of L.0.A. as max. L.W.L. not to exceed L.O.A. x .75. Displacement not to exceed 14 Ibs. Height of sail plan not to exceed L.W.L. above water-level. x 2 more than 75 per cent. of the total sail area to be aft of the mast. Rig to be Bermuda or Gunter lug, as preferred by owner. No restriction as to area of spinnaker. The above dimensions will prohibit a beamy, shallow hull. Water-line length may be varied somewhat to suit the ideas and fancies of the designers; doubtless full draught allowed will be taken in all cases, which will permit of a reasonably powerful hull. The L.W.L. restriction will prevent any tendency to straight stem and transom boats to obtain long L.W.L. It is not suggested that the rules, as set forth above, shall complete the matter, but the writer of this article is not expert enough to put forward a formula for the rating, and would leave the question of the actual formula open to suggestion and discussion by your readers and the model yachting fraternity in general. Merely to give a lead, however, it is suggested that one of the following forms of equation should be composed : Displacement (2) Constant (3) x sail area a constant. x sail area displacement. Constant x sailing gear on board (with or without spinnaker ?), and no allowance for crew weight. Judging from most of the correspondence on the subject of the “‘ B” class, the popular desire appears to be for a boat which can be considered “* handy,” and not too expensive to keep. Her main purposes displacement sail area. =, tating. f eos = ; rating. The actual figure of rating is of little consequence. The point to aim at is that the designer shall be able to vary his displacement and sail area to suit his ideas on a more or less constant shape of hull. What should the constant be ? And in which of the three ways should the formula be expressed ? useful class at home. A 36-in. over all boat is generally considered too small; 48-in. would naturally be the next figure to select, but for the sake of our Continental confréres, 50-in. is a better figure, as this is equivalent to 1.25 metres. All other dimensions have been worked from normal fractions of the overall length as a basis. The L.W.L. at 75 per cent. (maximum) of L.O.A. will enable a graceful and shapely hull to be obtained without excessive overhangs, and will also have the effect of producing nearly uniform L.W.L. It is possible that some designers would try for a shorter L.W.L., but few would reduce by more than an inch or thereabouts, and that need not rule a boat out of rating. Not less than 70 per cent. nor (1) It is further suggested that fresh water only shall be considered, and L.W.L. to be taken with all are to encourage international racing and to form a Here, then, is a suggestion for the dimensions of a“ B” class boat ; it can hardly be called a formula at present, but is put forward as a not unreasonable Length over all (L.0.A.) Draught limited to November -1929 Yachtsman. Beam at 22.5 per cent. of L.O.A. as a maximum would appear reasonable ; it is not excessive, and leaves room to the designer for a narrower and faster (?) boat, if he wishes. Displacement at 14 lbs. for a maximum is a purely time has not been available to estimated figure; draw out a test design embodying these figures, but it is desirable to keep the weight down, and probably this estimate will be more than sufficient. The gaff mainsail and topsail are ruled out in the interest of uniformity, which is desirable for class racing. The difference between Bermuda and Gunter lug is small, but some would prefer to cut down the height of mast, and replace with a light spar, though there is very little gained. The Gunter lug also would prevent a very large spinnaker being set. As to spinnaker, the average racing yacht indulges in the largest spinnaker she can set, so why should not a model? It might, however, be advisable to put a limit on length of spinnaker boom. With reference to the sail areas, the 25 to 30 per cent. in the jib should be calculated as the 85 per cent. of fore triangle. This would check any tendency to put the smallest jib allowed far forward with a big gap between it and the mast. Therefore, it is advocated that this 85 per cent. of fore triangle measurement of the jib should be embodied in the regulations for this suggested set of rules for rating, whilst, at the same time, the real proportions aimed at between mainsail and jib are secured. November 1929 ON The BUILDING A Model 149 Yachtsman. DIAGONAL SKIN MODEL. By Major T. B. C. Piaeort. In building this model the practice laid down in Ashcroft’s ‘‘ Boat Building Simplified’ was followed. The general idea will be seen from the photographs, but a few notes may help anyone who wishes to try this form of construction. Material, etc. In the present instance the back- bone, consisting of stem-piece, stern-piece, and keel, are of mahogany, the stringers of American elm, and the frames of yellow pines and mahogany. The backbone and frames were cut out roughly at the shop, from which the wood was obtained ; the cost altogether was £1 2s. 6d., including the building board of 4 in. by 2 in. ash. The planking of stain walnut, obtained from Hobbies, is 2 ft. by 1 in. by 7 in., and cost 8s. for 100 pieces. A few pieces 2 ft. by 2 in. by i in. should also be obtained. In all about 120 1-in. strips and about 20 2-in. strips were used. Construction. It was originally intended to have fewer frames, but in order to be on the safe side every other frame is permanent. It might be possible to reduce the number, but I think in that case the stringers would have to be stouter. The skeg is let into the backbone, and it is a difficult job to get it at right angles. In the present instance, before completion the skeg will have to be altered, as it is not quite true with the centre-line of the boat. BOAT IN FRAME WITH In setting up the frames great care has to be taken to get them centred correctly on the building board In cutting notches or joggles for the stringers it is best to cut only the mid-section and by experiment to find the place for the position of the others. Otherwise it will mean cutting off edges to make the stringers lay evenly, which makes an unsightly job. These holes, however, can easily be plugged with plastic wood. The method of planking is easy, but it is a good tip to have an experimental plank, which is almost to shape. This plank can be offered to the hull and if it is almost a correct fit the new plank can be cut roughly to it and afterwards shaved until it is exactly right. In fitting a new plank it should never be forced in any way, but made to fit by shaping. Where it is possible it makes a more even surface if the under planking is done with wider strips than the outer. To conclude, this form of construction is easier than any form I have tried, but whether the result will be as good remains to be seen. There must be, of course, more skin friction, but this should not matter very much. The boat in the illustrations took about three months of casual work to complete to her present stage. The skin has still to have the intermediate fastenings which will bring the edges. of the planks together. PLANKING COMMENCED. (Photo of boat completely planked appears on page 150). DIAGONAL SKIN MODEL PLANKED UP. (See article on page 149). OUR BURGEE DESIGNING Hitherto, the Model Yachting Association has not The COMPETITION. M.Y.A. is, however, in rather a different possessed a proper burgee, but has contented itself with a blue burgee bearing the initials “‘ M.Y.A.” in white. Some members of the associated clubs feel that this is too reminiscent of advertising flags, and that the Association should have a more suitable emblem. In accordance with this view, Mr. H. G. Pyne, the energetic Hon. Secretary of the Solent M.Y.C., requested us to hold a Burgee Designing Competition and donated a guinea prize. position to the Y.R.A., as it organises regattas and also represents Britain in international events. The judge of the Competition will be Mr. John A. Stewart, of Glasgow, who is a well-known authority on heraldry and armorial bearings. and-white with the different colours in the flag appropriately shaded. The black-and- The winning design will be submitted to the M.Y.A as a suggested new burgee. It must be pointed out that THE MODEL YACHTSMAN cannot do more than submit the winning design to the Association, in this Magazine. and its subsequent adoption will rest entirely with the Association. In some of the continental yacht and model yacht clubs it is a compliment and an act of friendship for one club to present another club or association with its burgee. This is rather a pretty conceit, and the M.Y.A. has been the recipient of several burgees in this manner. Hitherto, the Association has been unable to return the compliment in kind, but should the new burgee be adopted it will be in a position to do so. It may be pointed out that the Y.R.A., the British authority for real yacht racing, has no burgee, but the national authorities of some of the other nations have their burgees. The rules governing the Competition are :— (a) The judge’s decision is final. (6) All entries must be received on or before November 30. Designs submitted must be approximately five inches long. One copy must be coloured and a second copy in black- white copy must be suitable for reproduction Attention of competitors is called to the article on Burgees and Racing Flags, by Mr. Stewart, which was published in our issue of May, 1928. The competition calls for a burgee which is a plain triangular flag, and the designs should not be too elaborate but simple and distinctive devices capable of being seen at a good distance. As the national authority for Britain, the crosses of St. George, St. Andrew and St. Patrick might provide suggestion. Again, the shipwright of old was wont to mark the midship (or master) section mould of vessels he was building with a cross in a circle. There are many things that might be taken as symbolical and the selection of a suitable device should give scope for the competitors’ ingentity. The name of the winner of the guinea prize and the winning design will be published in our January numbker. === i) November 1929 | The Model Yachtsman. THE PROBLEM OF MODEL HYDROPLANE DESIGN. By oe designing of sailing yachts and power craft of the displacement type is in some respects similar, but hydroplanes present a different problem altogether. Very little has been published about these craft and though great speeds have been attained their design is as yet in itsinfancy. The present article is written in the hope that it may induce model men to put forward their views and give some of the data that they have acquired in the course of their experiments. All model craft have one feature in common in that they are driven at greatly above their scale speed. This must tend to differences in design as the hull is more often over-driven than the prototype, and consequently a faster speed form must be employed. Another way of stating the same axiom is that the model must relatively have a higher maximum speed. The relative speeds of different boats are best calculated by the speed-length ratio. -: 7 = Speed Factor. This is :— where V is the speed of the boat in knots and L the length in feet. A comparison of speed factors gives the relative speeds of different vessels. A rough guide particularly applicable to sailing craft is that the square root of the length of the hull in feet is the normal speed of a boat in knots. Thus for instance, a 9 ft. sailing dinghy would have a normal speed of 3 knots, a 16 ft. day-boat of 4 knots and a 100 ft. cruiser of 10 knots. Above these speeds it might be said that the craft is being over-driven. Directly the speed rises above the normal speed the vessel begins to make a ‘fuss’ and requires increasingly more power to drive. The writer has frequently noticed that when towing a 9 ft. dinghy behind a 25 ft. yacht at 5 knots, the dinghy was making more ‘fuss’ through the water than the larger vessel. In displacement craft the three main factors that govern speed are length, displacement and power. As an instance of the effect of length on speed, I would cite the case of the old Aberdeen White Star liner ‘Miltiades.”. She was a fine-looking fiddle-bowed steamer engaged in the passenger and cargo service to Australia via the Cape, and in her day was reckoned a fast ship as she did 17 knots on trial. Her owners, however, found that she was uneconomical to run as she consumed too much coal in proportion to her carrying capacity. She was accordingly cut in half just ahead of the engine and boiler rooms, and a length of some 60 teet was grafted in. In her new guise with the same old machinery, she not only attained her previous speed, but exceeded it by about half a knot ! To the sailing yacht designer length 151 is all- important and he strives to make a yacht lengthen A Mopet as she travels. Yacut DEsIGNER. Now the principal of the hydro- plane is altogether different as the object is to reduce the wetted surface and displacement of the hul , which is accomplished by making her plane. As air is approximately 1/800th of the weight of water, it is obvious that the resistance of air to the passage of a vessel is only a very small fraction of the resistance of water. In planing, the hydroplane transfers part of her bulk to the less dense element, and thereby reduces her displacement, head resistance and skin friction. desirable It is, therefore, to transfer as much as possible to the air, always bearing in mind, however, that sufficient must be kept in the water to maintain stability and steering ability. The propellor also must be kept well down to gain maximum functioning in undisturbed water. The hydroplane power was originally invented by by a clergyman, and has been tried with various numbers of steps. The multi-step hydroplane was not as successful as the single-step, and the latter is almost universal to-day. Whilst there are many details which require consideration, the main features of the hydroplane hull crystalise themselves into the design of the planes and step. Obviously if in rising the boat creates a vacuum under her, it will tend to pull her down again and needlessly absorb power even if it does not prevent her planing. It is, consequently a matter of primary importance to ventilate the step efficiently, which resolves itself into the problem of getting as much air as possible under her. Some designers of real hydroplanes tried the experiment of turning the exhaust outlet under thestep. This was not satisfactory owing to engine back pressure. Another idea was to have a couple of ventilators pointing forward and going right through the hull to create a forced draught under the step as the boat moved forward This idea might be worth trying out again in models. One of the first considerations in the design of any high speed vessel is the elimination as far as possible of back-suck due to the hull creating a vacuum behind it. A classic instance is told ot a yacht race on a calm day when the skippei of one of the competitors managed to manoeuvre his craft immediately behind a tramp steamer and was towed along by her wash for a distance of some miles, thus winning his race. A naval officer also told the writer that in a destroyer during the War when paravanes were run, he had noticed that when they were being hove in over the stern of the ship at a speed of 15 knots, they frequently over-ran the towing wire and bumped into the stern of the vessel. This was entirely due to the back-suck of her transom. Obviously in a hydroplane this backsuck must be reduced as much as possible if the 152 The Model best speed is to be got out of the craft. This will mean attention not merely to the design of the transome but to the step also, In order to overcome this difficulty two remedies have been tried and proved reasonably successful. The first is to have the bottom skin slightly overlapping the step and transom, and the second to make these in a slight V with the apex aft. These features are well worth trying. In the case of the step it would appear that the overlap of the bottom at the sides of the craft should be the same as the height of the step. The V in the step need not be great, and if the forward plane is made straight across from side to side, the V can be such that the overlap in the centre is reduced to a quarter of what it is at the sides. If considered desirable for strength the overlap of the bottom at the side can have a small vertical strut to support it made in the form ofa continuation of the side of the. boat. In the case of the transome the overlap of the bottom should be the same at the sides as the middle as far as the writer can judge, and it might be made the same as that in the contre of the step. The actual V might possibly be more pronounced than that of the step, possibly twice as much. 1t has been assumed by the writer so far that the after faces of the step and transom composing the V would be straight in plan but it might be worth while. to experiment by making these trochoidal curves. It seems to be general opinion that the thwartships contour of the bottom of the planes should be flat with the possible exception of the rear corners of the after-plane. At the same time it might be worth while to experiment with a series of ridges like corrugated iron. These corrugations would not require to be deep, but they might serve to add to the planing power and at the same time give increased stability. I think that there is no doubt that it is beneficial to slightly raise the rear corners of the afterplane, somewhat in the fashion that was done on Mons. Suzor’s “ Nickie IT’ as it cannot but assist the water to flow back into the hole in the water created by the passage of the boat. Having got so far in our considerations, the next point is the height and position of the step. It is obviously a mistake to make the step too high and try to raise the boat too far in the air as the gain from reduction of displacement will be more than offset by the loss of stability and additional power required to drive the craft. If the step is too high we turn the engine into a marine Sisyphus. In other words the engine bravely pushes the weight of the boat up-hill until it reaches a point when it cannot sustain the load. She then collapses and the engine starts the job of making her plane all November 1929 Yachtsman. over again. The hull thus develops a period and bumps. Obviously such making good running. a koat has no hore of To a certain extent the height and position of the step, also the angles of incidence of the planes are governed by the weight and power of the boat. Given sufficient power for the boat to reach her ful! planing speed, it is obvious waste of energy to devote more power to lifting the craft further. The less power used to reach the full planing point, the more is available for forward propulsion. Now let us consider the equipo se of a hydrowhen planing. Her nose is in the air and obviously doing nothing to support her. The centre of gravity of the craft is somewhere abaft the step and the after-end of the forward-plane is lifting plane t e fore-part of the boat. The rear end of after-plane has not only to support the stern of boat but to resist the downward pull of propellor, If there were no down pull of the the ‘he the propellor the problem of weight distribution would be simpler but the fact of this tends to make us place the centre of gravity slightly farther forward than would otherwise be necessary. Another point of difficulty is that it is practically impossible to say what proportion the displacement when planing bears to the total weight of the craft. The exact height of step will be governed by two things, the angle at which the boat is designed to plane and tha length of the planes. For instance if we arbitarily decided on a half-inch step for a metre hydroplane, if we place this at 60 p.c. of the overall length from the bow it would raise her at a steeper angle than if it were only 40 p.c. from the bow. Again as the after-plane has more to do than the forward-plane. it will want to have more bulk in the water. The bow has also to lift rather more than the stern. This means that the forward-plane, quite apart from the influence of the position of the step, will need a sharper angle of incidence. The position of the step varies tremendously in different boats, hydroplanes and although certain successful have their steps midships or aft of midships, there would seem to be no reason for placing them so far aft. By placing them farther forward the distance between the centres of bulk of the two planes is increased, which should be advantageous both for stability and speed, even as a long wheelbase is advantageous to a racing car. lt would possibly be feasible to calculate exactly how much of herself a hydroplane would raise out of the water, but the actual performance would be a different thing in all probability. It should, however, be sufficient to design to a given planing angle, and strike on our design the at-rest l.w.l. and the planing waterline. The transom will probably not rise more than a quarter of its depth below water, whilst the step may rise two-thirds. November 1929 The Model Yachtsman. There would seem to be no advantage in shorten- ing a boat’s length when planing to less than twothirds of her over-all length, and we are, therefore, enabled at once to mark on the design the proposed forward ending to the planing waterline. If it was further decided that the aiter-plane should have twice the immersed length of the forward-plane, and that the immersed part of the after-plane should be two-thirds of its length, the step can be placed by a very simple division sum. A suitable height can then be selected, the points so obtained joined up, and we have the underwater profile of the bull complete. Experience seems to point to a rake of one-in-four as suitable for the transom. With regard to the portion of the forward-plane ahead of the planing waterline ending, it would seem to be advantageous to give this a curve upward to assist the boat to rise to her planing angle. The above water part of the hull presents difficulties. but these are not so marked as in the under- water body. Air resistance can be practically ignored up to thirty knots on a real craft. In models travelling at relatively so much greater speeds, the stream-lining of the upper works is a matter of more importance. In projectiles and ae oplanes it has been found that up to a speed of 300 miles per hour the greatest breadth should be at one-third of the length. When the speed reaches 400 m.p.h. it moves to roughly a quarter. There is no real reason why this should not be followed out very closely. Of course a good width across the transom is needed to resist the down-suck of the propellor and give the necessary area in the afterplane, but there is no need for much height at that point. The topsides can be given a good tumblehome to follow this stream-lining out, and it will also have the advantage of keeping the boat dry. 153 if this is a dummy that does not move, it is probable that it would have a very steadying effect on a model and conduce to straight running, and thus more than outweigh any disadvantage from increased wetted surface. accruing Craft have been built with very fancy forms of knuckle (or chine) running from the stem downward—trochoidal. curves and the like. Whilst these might be effective in a displacement boat as they follow the form of the bow-wave from the cutwater, they are useless on a hydroplane where they are high out of the water. It is probably an advantage, however, to continue the centre-line of the forward-plane forward in the form of a keel to the stem as this gives a V-bottom forward which throws the water aside clear of the boat. Weight distribution and the position of the centre of gravity are two knotty problems. It is suggested that as a method of settling the position of the c.g., the centre of buoyancy of the craft on her full planing waterline should be ascertained by calculation. It would then be possible to calculate the centre ot gravity of the craft without engine and arrange the engine position so as to bring the centre of gravity of the whole mass into the same vertical plane as the c.b. Every builder varies when he produces a hull, and similarly engines vary, even when made up from similar castings, so that with a small craft like a model hydroplane the practical method of balancing on a straight-edge is simpler and better. Even when found, this position is not the one required as it makes no allowance for the down suck of the propeller. The latter is almost, if not quite impossible to calculate, but probably the proper position for the engine will be from 5 to 10 p.c. of the length ahead of this spot. It is a matter for experiment in every craft, however, and it possible the engine bearers should be so arranged as to permit of fore-and-aft movement until the exact position is found. The greatest beam plan also requires consideration, and if we make the beam one-third of the over-all length and place it about one-third from the bow, giving a width on the transom of fourfifths of the greatest beam, we shall probably be nearly right. The greatest height of the hull will be immediately over the greatest beam. In any case a good width across the plane is advisable as the same area in a wide plane will have more lift than in a narrower but longer one. Many model hydroplanes suffer considerably from engine trouble, and either conk out entirely or slow down when running well for no apparent reason. The vibration of these powerful engines in such light hulls is tremendous, and it is quite possible that the controls shift slightly, altering adjustments to carburettor and ignition. The writer ventures to suggest that possibly this is the cause of many unexplained failures, and that once set, some means of locking the controls might be advisable. It may be pointed out that the nose of the craft should not be too low as she may scoop a sea abroad, which would be fatal. This is not to be interpreted as an advocacy of a steep planing angle, as boats have been known to jump right out of the water and either turn turtle or split on regaining the The writer does not claim that this article gives any great amount of definite information, but it should provide considerable food for thought, discussion, and experiment. water. Big craft almost invariably have a wide propeller skeg to steady them, and this is to be advocated on the model. They also have a forward rudder. Even 154 The Model Classes in Model Power Boat Building. November 1929 Yachtsman. had he a fine plant such as the Crowndale Road workshops. We hope that these classes will be very strongly We are informed that evening classes in model power boat building are now keing held under the auspices of the L.C.C. Men’s Institute, Kentish Town, London, N.W. These classes which are on club lines commenced on October 16th, and are entitled “Mechanical Models.” The classes are held every Wednesday evening from 8-0 to 10 p.m., at the Stanley Metalwork Centre, Clowndale Road, supported as the enterprise is worthy of every success. Obituary. Mr. STEPHEN J. HOWE. There is an excellently fitted workshop with ample bench space and a full equipment including a brazThe facilities provided ing hearth and forge. include a full power-driven plant comprising three lathes, shaper, drilling machine, power hacksaw and We regret to have to announce the death of Mr. S. J. Howe. . Mr. Howe was one of the oldest members of the Model Yacht sailing Association, Kensington Gardens. During his career as a model yachtsman, Mr. Howe built many models. He retained his interest in the sport right up to the end of his life, and was actually sailing only a fortnight before his death. He was Secretary of the M.Y.S.A. for many years and a member of the emery wheel. Committee. It may be added tnat the fee for the entire Autumn Sessions is the extremely moderate one of three shillings. All interested are invited to join. serious operation. Camden Town, and are under the able: direction of Mr. E. Higgins, ‘Ckelsey,’ Stanley Hill Avenue, Amersham, Bucks. This is an excellent chance for men who are interested and have not facilities and kits of tools at home. There is an old adage about a workman and his tools. but it is certain that half the battle lies in having the correct tools and the other half in knowing how to use them. A good workman often produces marvellous work with most inadequate equipment, but he would do infinitely better OUR SECOND OUR Mr. Howe was very popular with his fellow members and always had a cherry word for everyone. He was always ready to help and encourage Blessed with a quiet but keen sense of the novice. humour, he always seemed to enjoy life. Mr. Howe passed away on October 16th after a few hours’ illness. He will be mnch missed by his club-mates. He leaves a widow to whom we extend our heartfelt sympathy. The funeral took place on October 19th at Mortlake Cemetery. DESIGNING In the present number we enclose Entry Form for our Second Designing Competition, particulars of which were published in our October issue. The Competition closes on November 30, and we hope for a very good entry, not only from this country but from abroad. It will be remembered that the 24in. first boat COMPETITION. in our last Competition hailed from Glasgow, the second from Sweden, and the third from Gosport ; and that both the keel and fin-andskeg types were represented. As many nations and clubs have now adopted the A-class, we trust that our entries will come from many different sources. L.O.A. In most seaside resorts such as LLANDUDNO, About three years ago he had a very DESIGN. upon a deck length of two feet with a sail area as SOUTHWOLD, GREAT YARMOUTH, etc., where large Local Councils have constructed Model Yacht lakes, model yacht racing is catered for by these authorities. The usual method of classifying the various sizes of models generally entered is by deck length and the amount of sail carried is entirely overlooked. The usual toy-shop mode] is heavily penalised by this method as they are generally attempts to copy full-sized modern yachts, and as size is a considerable factor of speed in a yacht, these models are almos: invariably inferior in length and power to carry sail to a model specially designed to comply with the simple restriction of a deck length measurement. It has been the endeavour of the designer, therefore, to illustrate as hefty a boat as practicable moderate breezes. as the boat can conveniently carry in It must, however, be borne in mind that ability to carry canvas has its limits and that any yacht, model or full size, will always give a better per- formance and be more under control if she is sailed with rather less than comfortably carry. more sail than she can The rudder-post coming at the extreme transom of this design will entail the quadrant of the steering gear being of differeni design to what is usual in other models where the hull extends behind the sternpost. This is overcome by arranging the tail of the quadrant forward and will be found to work quite well. 155 The Model Yachtsman. November 1929 < | 24in. / L.O.A. MODEL Designed by W. J. DANIELS. Lines of this Model were published in our October number. Ist Suit 2nd Suit Spinnaker Areas. Jib Main Jib Main Hoist Luff Leach 29°0 30°70 240 —_— 400 42°5 29-0 26°5 23°0 — 340 36°0 29-0 26°0 28°0 Displacement 9-7 lbs. Foot 14-0 21°0 10°0 18°25 18-0 Lead Keel = Ist Suit 585 sq. ins. 2nd Suit 435 sq. ins. — 6°2 Ibs. =eee es Am coe The THE November 1929 Model Yachtsman. MODEL Our American contemporary, The Model Yacht, has weathered her first year, and we offer our hearty congratulations to all concerned. The end of the first year is a ticklish time (and we speak feelingly). There is always the question of subscription renewals. Some men subscribe the first vear, but when it comes to a second year their enthusiasm has waned, or possibly the paper has not come quite YACHT. up to expectations. Running a model yachting paper is a hard job, as one always has in mind improvements, but has ever to consider ways and means. The Model Yacht is certainly a live little paper and deserves success. Anyone subscribing can be assured of a good $1.70 worth. 2 a =r oat 156 The Editor accepts no responsibilty for opinions expressed by Correspondents Letters intended for publication must he 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 We all know that the paper is of immense value to our sport, and with the support of model yachtsmen it can be made still more valuable. Let me appeal to each one of our men to become an annual subscriber. Everyone can afford 6s. 6d. a year. This will give the Editor the chance to plan for the future without the constant worry as to ways and means. Wake up Model Yachtsmen! If you want a bigger and better paper send in your subscriptions and you will get it. But remember the old slogan : Do it Now !” Yours faithfully, / 40 ri aN ‘ extra expense. ' << / p4 | fo ‘ = Ue THEM’S OUR SENTIMENTS. Sir, I am surprised to read in your October issue that all model yachtsmen are not paying up promptly for the magazine. Considering the immense amount of work you and your colleagues are putting into THE MODEL YACHTSMANI certainly think that the least thing that can be done by readers is to pay up promptly when subscriptions are due, and thus save additional worry and trouble as well as \ subject on page 158. Ves\~a SS Sesh 9 SF ~~ J.G. F. We thank our correspondent for hic good opinion of our Magazine, also for his appeal to our subscribers. He is quite correctin his surmise as toconstant worry anent ways and mcans. Wewant toimprove Lut financial considerations have Editor, The M.Y. to be studied.— Diagram illustrating letter from Mr. Fred Walter Plews. (see page 157). 157 The Model Yachtsman. November 1929 MORE ABOUT “ AILSA”! In our October issue we distinctly stated that the correspondence about ‘* Ailsa’s”’ waistline was definitely closed. We had, however, overlooked the fact that the Assistant Measurer had not had his turn. We are, therefore, prepared to allow this final letter on the subject, but after this the correspondence must be considered concluded.—Editor, The M.Y. We are perfectly certain that the paragraph in “ Ailsa’s” letter referring to the ** Charming and innocent’? measurer was intended in jocular vein, and had we thought that it would give offence we should not have published it. We are extremely sorry if it has hurt the feelings of our correspondent and tender him our sincere apologies.—Editor, The M.Y. Dear Mr. Editor, * Ailsa’s”’ owner evidently wishes the facts regarding her measurement to be made _ public, otherwise I do not think he would have written to you on the subject. The facts are these. He disputed the measurements taken by the Club’s Official Measurer, and the latter naturally refused to complete the measure- ment, which procedure seems to be in order. The Club’s Assistant Manager, when approached, very diffidently under the circumstances, undertook the task, and found * Ailsa” over rating. The owner then sent the boat to a friend in the South to be measured, and the said friend, finding her over rating, took the line of least resistance and reduced her sail area. She was returned to Glasgow and again presented for measurement by the Club, and once more the Assistant Measurer undertook the task. The trial calculation showed the boat over rating owing to a clerical error. This was soon rectified and she was found to be within rating with the reduced sail area. This was done in good time for the next match, thus causing the minimum of inconvenience to the much-tried owner. The “charming and innocent young measurer ” I assure you is not impressed by * Ailsa’s”’ letter, but he feels that if ** Ailsa’s > owner knew as much about measurement as he evidently does about ladies’ waists and topsides * * wy, * * * Sir, In reply to your correspondent, Mr. A. C. Davison, may I say that my sole object in writing the article was to help the unitiated to a better understanding of the why and wherefore, also to show him how to induce his boat to sail a given course in respect of wind by the position of his sails, and to find a niche in current literature of the sport for a system from which I personally have benefited. 1am not an old yachtsman, having only taken to the sport eighteen months ago, but during my brief experience I have Now endeavoured to get to the germ of the matter. it was simply the application of an universal rule which governs cricket, tennis, and many other games which gave me the clue as to how to sail a boat, and I would refer your correspondent to the application of the rule that * the angle of reflection is equal to the angle of incidence.” This is the foundation of which I built my little gadget and applied in making up my diagram. The enclosed drawing wlil show graphically how I arrived at the result, (see page 156). I am well aware that there are other factors to be For instance, considered which I did not enter into. the drift to leeward may be in some cases as much as 20 degrees. Again the speed of the boat needs consideration, but if we can do anything to simplify our operations, then by all means let us apply what little knowledge we have. * Quoth the Editor: ‘ Where’s that blue pencil ? Does the lad think he’s writing a letter to the THE MODEL YACHTSMAN or La Vie Parisienne ?” It is a pity that “ Ailsa” was not in rating from the start as then she would not have made an unnecessary trip to London and also lost all the results of her season’s racing. I am interested to learn that ** Ailsa’ TRIMMING BY DIAGRAM. ? will have a new mainsail for next season. She will require all she can carry, as there are four new 6-m. boats building for the Club. In view of the facts set out above I feel, however, that ** Ailsa’s” letter was decidedly disparaging to myself and that some apology is due to me. Yours truly, “ CHARMINGLY INNOCENT.” My reason for leaving the two ends of the pudding untouched was because no two boats are exactly alike in the set of their headsails and action of their rudders. I therefore left these factors to be solved by individual skippers. Naturally if a boat is correctly balanced the angle of the jib-boom will be the same as the main boom, and my calculations are based on this supposition. I do not think your correspondent and I differ in regard to anything I have said. From the tone of his letter I gather that he has digested the middle of the pudding. I trust that he will now digest the ends and benefit to the same extent as I personally have done. Yours truly, FRED. WALTER PLEWS, Rear Commodore, Paisley M.Y.C. 11, Fife Avenue, Cardonald, Glasgow. The Model Yachtsman. 158 November 1929 Power Boats and The Model Yachtsman. Sir, As a windjammer and a reader from your first number, I do not wonder that the power boat men want to come and play in our garden, and as undoubtedly the increased circulation will be a help to the magazine, I am very glad to see that you are giving them an allotment. All contributions and Editorial communications should be addressed to The Editor, and must contain name and address of sender. name Moreover model yachtsmen, whether sail or power, have much in common. At times in the past there has been regrettable friction between the two sections, but with a little give and take there is no reason why they should not only share the same ponds, but the same magazine with great mutual advantage. As a sailing man I went to the recent International Power Boat Regatta at Victoria Park, and was greatly impressed by what Isaw. At the same time, and in advance I ask the pardon of the power boat men for saying so, it appears to me that boats with a greater speed than, say, twelve m.p.h., should not be run free for the simple reason that they are dangerous to themselves and the general public. Even round the pole there is a limit to safe speed for public waters, for the simple reason that boats do When a nom de plume is adopted, the correct and address must be enclosed for our satis- faction. 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. 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 should be addressed to The Publishing Department. -Yearly subscription, rate 6/6 per annum, post America 1.60 dols free in the U.K. and Empire. All Cheques and P.O.’s should be crossed and made payable to the Cashier. break away occasionally. I imagine that a boat that will do 40 m.p.h. round the pole must do 60 m.p.h. when she gets loose. If she hits the bank she will probably jump straight over it and up on to the path, possibly causing injury to spectators. Naturally the craft will be damaged beyond repair, but that is a minor thing compared to the danger to the public. A bad accidént might cause a ban on the sport. I do not claim to be much of an engineer, but there are two ideas that occur to me. The first is that when these speeds are reached it is time to impose smaller limits on the engines. The other is that it should be quite possible to make a device by which the cord is attached to some kind of safety pin. As soon as the boat eases the pressure either by getting inside the circle or outside through breaking of the line, the slackening of the pull would automatically permit the pin to move in and either cut out the ignition or the blow-lamp. A similar device was fitted to mines during the war, so that they became harmless when they broke adrift.. Unfortunately in the case of the mines this device sometimes became inoperative owing to barnacles and corrosion from long immersion, but in a power boat it should be easy to keep in working order. I offer this idea not in any carping spirit, but as a friendly suggestion which may or may not be helpful and useful. Yours faithfully, WINDJAMMER. . Binding Cases complete with Title Page and and Index. As our stock of sets to bind is exhausted we will dispose of remaining Binding Cases for 1/- each, post free. Binding (including Case, Title Page and Index). Whilst our stock of Binding Cases lasts, we will bind Volume I for readers for 4 6 post free. Back Numbers of 7HE MODEL Y ACHTSMAN can be obtained by any readers who desire to complete their sets. Vol. 1, No. 1 Reprint, price 1/-. No.2 and Nos. 4—12 inclusive, price 6d., postage Id. per number extra. No. 3 is now out of print and readers who have any spare copies of June are invited to return to enable us to complete sets. See advertisement in our Sales & Wants Column. In order to save time, all letters 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, Printed for the Proprietors by H. G. Stone. Wymondham, Norfolk, and published by I. E, Marshall, Golden Gt. Pulteney St., London. W.1. Howse. November Leed — Yacntsman. = Chas. Out done by a Practical Model Yachtsman ? Fit-out Service, per um es +2 Pr GRADES, 100 sq. ins. > THREE 1/3 perms in ~ Union Silk, Proofed & Shrunk VV. H. Bauer’s Yacht Best pew SAILS of ~ ites Ob Suh 7s Send Stamp for Price List. Repair Norwood, rete) West for the Model Yacht made to order. Model Drown, 8, Ullswater Rd., Everything and Sails RNA Why not have YOUR Fitting Sails — Counts! AO ON that All orders receive personal and 237, Goldhawk Road, Shepherd’s Bush, =< Service prompt attention. Yb The eee "a 1 O@he a%. ihe Wiodei Scientifically cut, combined with perfect Workmanship. London, W.12 CLOSE OF SEASON DESIGNS BARGAINS 6-metre Models. Now is the time to buy a Good second-hand Yacht “KALULU,’”’ by J. Morton James “GUDRUN ELVIRA,” by Sam O. Berge “PROGRESS,” by Reg. W. Lance Now (¢s the time fo sell Model before building for next. SALES and ¢ 66 THE Kobenhaven 99 ie A Magnificent Souvenir of this famous Sailing Ship We have a limited number Half-size Blue Prints of any of the above can be obtained for 12s..6d., post free, from of copies of the picture by The Publisher, J. E. COOPER appearing in our July number. Printed on Art Paper, Plate sunk and signed by the Artist. SIZE: 13 x 10. PRICE: 2/6. 5/- Post Free. Signed Artist These designs are the prize winners in our First Designing The first two are Competition. keel boats and the third a fin and skeg yacht. | THE MODEL YACHTSMAN, Golden House, Gt. Pulteney Street, LONDON, W.1 orn our eg gee tee in ee small Advertisement WANTS Column, costing only Id. per word, \. will bring you many enquiries. J pat A 8 This Year’s 13° = 1 foot. iatie 4 SThe Model Yachtsman. == Noveinber 1926 _ 52 ees Aa See se SS 61 WALKERS Model Yachts Maker, GEORGE BRAINE. WINDERMERE Ret ins., Weight es 61 suit of Sailing Dinghy, about 9lbs., Marconi Sails of best Union 36in. rig overall, with Beam 11.5 Spinnaker, large Silk about 800 square inches, smaller suit of Sails also supplied, fitted Braine Automatic Steering Gear, Detachable Keel, Ribbed and Planked with best Cedar and Varnished. Price £12. Maker, GEORGE BRAINE. NORTH OF IRELAND One Design Beam 9.7 ins., Weight about 8lb., naker, Sails fitted of best Union Boat, 36ins. overall, Marconi Silk about 600 Rig with Spinsquare inches, Braine Automatic Steering Gear, Ribbed and Planked with best Cedar and Varnished. Price £8. “K” SAILING YACHTS 5/6, 86, 106, 146, 17/6 and 35/-. “K” POWER BOATS 8/6, 12/6, 166, 21/-, 27/6, 30/-, 50’- and 60/-. BURTON BOATS 31/6, 42/-, 59.6 and 75/- 61, Baker Street, London, W.1. Tel.: AMBASSADOR 38835.