The Model Yachtsman: Volume 2, Number 9 – December 1929

ak YACH en THE PRICE SAIL & Vol. 2. POWER Yh. Y. “December, 1929 ~ December 1929 The Model Yachtsman. Elements of Yacht Design, 16/- post free. (Norman L. Skene). ad Model Sailing Yachts 1/9 “KALULU,” by J. Morton James “GUDRUN ELVIRA,” by Sam O. Berge “PROGRESS,” by Reg, W. Lance 12/6 each, post free These The above are obtainable from the Publishing Department, Ee “Model Yachtsman,” 1%” = 1 foot. ? Ship Model=-making, Vols. I to III (McCann) © 6-metre Models, 6/3 … (Percival Marshall). * DESIGNS _ ‘ Model Yachtsman’s Library } Barlow’s Tables, > Goldén House, Great Pulteney Street, Wil. : designs are the prize, Winners in our First Designing Competition. The first two are y : keel boats and the ’ Only a few days to Christmas 3 Littlejohn. Half-size Blue Prints of any of the above can be obtained. for 12s. 6d., post free, from ot THAT TURKEY YET 2 ei Prime Norfolk Birds direct from, Farm. THE- ee MODEL YACHTSMAN, Golden House, Gt. Pulteney Streer, , Wenhaston Old Hall, BRAMFIELD, Halesworth.F LONDON, W.1 2 a SALES When F name and address are charged for. – – TT replying to a “Box No.” Advt., address your Advertisments for these columns must be accompanied bya remittance, either by Postal Order or stamps, , and addressed to the Advertisement Manager, “The ie Yaghtsman,” Golden House, Gt. Pulteney St., Londo n, W.1. Announcements must reach these offices not later than the 10th of the month preceding the month of issue. In advert- ising Boate for Sale or Wanted advertisers should state, where possible, “Class of Boat.” These will be classified under their separate headings» wnclassed Models, and articles other than Boats, under Miscellaneous. re RR A ey mm ee ar eee re ere B Aoharge of 6d, extra to cover postages is made for|*Box”‘ Replies, care of these offices, ray st words must appear at the end of advertisement; ‘“Box——, ‘Model aohtsman”‘ Offices, for which usual rate per word will be (Advertisers need not include our Full address), envelope: Advertiser, Bow——, “I’he Model Yachtsman,” Golden House, Gt, Pulteney St., London, W.1, ” « el Advertisements are inserted infthese columns at the] rate of One Panny per word; minimum charge for advertisement One Bhilling, Single letters or figurégare charged as words, and a compound word as two words, The advertisers 2 ‘charged. AND WANTS. — ee FOR SALE. BLUE PRINTS of Ships for Modelmakers. Send for circular. G. B. Douglas, 165, Summit Ave., Upper Montclair, N.J., U.S.A. A-CLASS. “GrLeam.” 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 . The Publisher, | Order Now!! R. T. PYMAR, eS fin “FLYING SPRAY,” 10-Rater, by A. W. HAVE YOU ORDERED © Lowest Market Prices. third a and skeg yacht. for model, mast, keel. Splendid condition. J. Bilderbeck, 29, Oakwood Rd., Wimbledon, S.W.20. WANTED. 10-RATER MODEL YACHT. Good order. Full particulars, price, to “Whitworth,” Salisbury Hotel, Tenison Road, Cambridge. In replying to Advertisers, please mention THE MODEL YACHTSMAN. MODEL | YACH.TSMAN ws REY Tg ca Eo G . eh Rea a iaeetiiatain 1929. EDITORIAL. In our American having November issue we contemporary, The successfully weathered congratulated our Model Yacht, on the storms of a year’s publication. In doing so, we were somewhat previous, as our contemporary has again been in difficulties. In our humble opinion, | and pieces do the sport a deal of good, as they advertise it, and let the rest of the world know that we are very much alive. But what is necessary is a magazine entirely devoted to the “ Little Ships,” wherein the interest of the sport will never be The Model Yacht was subordinated magazines to devoted other interests. to contemporary, model The The yachting Model only are our Yacht, and launched before the sport in America was quite American strong enough to support a magazine, and it had an American rival in Model Yachting which was launched about the same time. Early in its career The Model Yacht was taken in tow by Yachting, the world-famous American magazine devoted to our parent sport. For a year Yachting kept her little sister afloat but at length she was abandoned. She has again been picked up and taken in tow by Mr. A. R. Brown, of 83, Greenwood Street, Melrose Highlands, Mass. Mr. Brown is a well-known publisher, an enthusiast and a mode] yachtsman, and was responsible for Model Yachting. Mr. Brown is THE MODEL YACHTSMAN. The rough passage which our American contemporary has experienced should show all model yachtsmen, whether sail or power, the importance of helping on the good work by becoming a subscriber to THE MODEL YACHTSMAN. The matter need not end there, as those who subscribe themselves can get their friends to subscribe also. This paper had a successful first year and, emboldened by this, the proprietors increased the size of the magazine very considerably in an attempt to give readers even better value for their combining The Model Yacht and Model Yachting, so the little magazine should have a better chance than money. Unfortunately, the circulation did not rise as rapidly as was anticipated and we are now before. Whether the sport in America can manage to support a magazine remains to be seen, but we compelled to reduce our paper to the size that it was last year. Other contributary causes are those certainly wish Mr. Brown the best of luck in his venture. One of the great difficulties of the sport is the distance between clubs, which limits inter-club and open racing. In order to keep model yachtsmen in touch with each other, a magazine is essential. Both sail and power-boat modelmen need an organ. Small courtesy scraps in outside papers with other interests are not sufficient. True, these little bits which we have previously referred to, namely, that some of those who have our magazine do not pay for it as promptly as might be desired, and that we have made a good many bad debts. These arrears have to be wiped off before we can improve. Our first object is not merely to carry on as we are doing, but to increase and improve the magazine, and this can only be done with the co-operation of all modelmen. ipicding-opapalipa ain padsenenn iia DECEMBER, a No 9. ely YACHTSMEN. 7 MODEL ee tne tt FOR a MAGAZINE ities Vol. 2. MONTHLY —_ ee pe A A _ Inaen _— ee SO Whilst we are on the subject of improvement in the magazine, may we once more ask the assistance of Club Secretaries in sending in reports of their club races? Itis impossible for our small staff to attend more than a very small portion of the races that take place. Ifthe Secretary is too busy a man, surely every club has one man who can spare a few minutes every now and again to send in an account of his club’s doings ? Another thing we need is articles of interest to model yachtsmen on various topics. Editing a magazine is no light task, even when all the materials Sf EAST ANGLIAN NOTES. (Correspondent: Rev. J. T. POOLE, M.a. —— NORFOLK & NORWICH M.Y.C. The Club’s Annual General Meeting was held on October 26 in the Boathouse. The display of cups to be awarded was a most imposing one and would made a burglar’s fingers itch! are to hand, but when we are short of matter, it is What we want is the support of every modelman in every way—more subscribers, more club notes, more articles. May we have the help of everyone, please ? Amongst these appeared for the first time the Cup for the 6-metres class, presented by Mr. H. D. Wheeler. It is a very pretty cup and was actually won by Mr. Wheeler himself, with his “* Lady Jane,” but he resigned it in favour of the second boat. For this Cup, the boats sail a course down the pond, round a buoy, and return ; the winning boat scores 2 points for the round trip, and consequently success depends to a great extent on the trimming and steering involved in rounding the buoy. Mr. Wheeler has also invented a novel method of calculating the scores at the end of the season, by which the owner who is unable to sail every race receives due credit for his performance when he does sail. The total points scored by any particular boat are decided by the total points possible for the whole season, and also by the highest possible for the days on which the owner did sail. The mean of these two results is taken as the percentage for the season’s score. The first business of the meeting was the election of a new Hon. Secretary. Mr. E. J. Brown wished to resign two years ago, but was prevailed upon to continue in office. He has been connected with the Club from its inception, and several members were old pupils of his when he was head of the He has always been a keen Technical School. worker for the Club. During the period when the Club lapsed during the war, he was the real link maintaining the continuity of the Club’s existence. Always ready to adopt any progressive measure, he has always been a keen supporter of those who * * * This is our Christmas number, and we, therefore, take this opportunity of wishing each and every one of our readers a very happy Christmas and a prosperous New Year. Sere Ree Hay 2soS wee en—— a aN have December 1929 | The Model Yachtsman. ——— THE EDITOR. Tt ae 160 De ~ehe-o———© SOP RKAN int wished to bring the local sailing up-to-date. He has seen the Club grow from a _ heterogeneous collection of raters to a goodly number of modern boats of the A-class, 6-metres and 10-raters, racing under M.Y.A. Rules. Owing to advancing years, it would not have been fair to press him to continue in office as Secretary. The Club accordingly elected him an Hon. Vice-President. In his stead, Mr. W. J. Meek, Jnr., was elected Secretary. The new Secretary is a keen model yachtsman, a fine builder and also a power-boat enthusiast, so that he unites all sections of the Club in his own person. His address is 4, Gresham Road, Mile Cross, Norwich. The other officers were re-elected as follows :—Commodore, Rev. J. T. Poole; Vice-Commodore, H. W. Eglinton; Rear-Commodore, N. Wheeler; Committee, W. J. Meek, Snr., R. Mickleburgh, J. Ames and A. Medway. The season’s class-racing resulted :—A-class. * Dakin” Bowl: ‘ Souriya” (H. W. Eglinton), 73 points ; “* Pandora” (J. T. Poole), 59; “* Celtic ” (R. Mickleburgh), 52; ‘‘ Bagheera” (J. T. Poole, sailed by W. J. Meek, Jnr.), 23; “ Mayfly” (J. Ames), 22. 6-metres. ‘“‘ Wheeler ” Cup: “‘ Lady Jane” (H. D. Wheeler), 69 per cent.; “‘ Falcon” (A. Bussey), 49—awarded the Cup; “Olga” (J. Ames), 48; ‘* Metric” (R. Mickleburgh), 42 ; “Minnow” (H. W. Eglinton), 36; “‘Irene” (W. J. Meek, Snr.), 24. Of these, “‘ Falcon,” “ Olga”? and “Metric” are built from Capt. Turner’s design, 10-raters. “Gamage” Cup: “ Maidie ” (J. Ames). 116 points; ‘ Foam” (N. Wheeler), 107; ‘* Thelma” (H. Mayhew), 98; ‘‘ Onaway” (G. Young), 61; ‘“ Wynot” (W. J. Meek, Jnr.), 61; “ Elf” (H. D. Wheeler), 25; ‘* Boy Horace” (A. Bussey), 21. Five other boats sailed once or twice each. The Model Yachtsman. — SS — SS a IN THE HOME COUNTIES. A MODEL YACHT CLUB CROSS. FOR GERRARD’S We are informed by Mr. Nigel Cavendish, that he has already gathered a few enthusiasts in Gerrard’s Cross and steps are being taken to form a model yacht club. Mr. Cavendish, himself, is in favour of the adoption of the 5-rater and 10-rater classes, but naturally the selection of a class depends on its suitability with a beautiful bouquet by the most juvenile member of the club, distributed the many cups and other prizes to the fortunate winners. Arranged round the room there was a fine display of sail yachts and power boats, chief among which were the “ A” Class ** Columbia” and the T.B.D. * Doris.” The other units of the fleet came in for equal appreciation by those who value good design allied to craftsmanship. The whole of one end of the hall was given over to a display of ““A”-Class designs, together with photographic enlargements of pictures taken at Gosport in August, by the Hon. Treasurer, Mr. W. M. Carpenter, and others snapped on the home water. Here, one came face to face with the international rivals and their yachts together with several of the lesser lights in the yachting firmanent. A capital muscial programme arranged by Mr. C. Grave, one of the founders of the Club, afforded much pleasure. This was followed by refreshments served under the direction of Mrs. W. M. Carpenter and her staff of willing workers, no small task with so big a gathering. wan, # eT, ge « Oe AP ee 8 ing this, Mrs. Graham-White, who was presented I Oe a little speech in which he humorously detailed his youthful experiences of model yachting. Follow- oe eo BIRKENHEAD M.LY. & P.B.C. This Club brought its season’s doings to a fitting close by the Prize distribution on October 25. A large gathering of members and friends, including visitors from neighbouring clubs, filled the Fearnley Hall which was bedecked with flags and pennants in a charming manner. One of the Vice-Presidents, Mr. H. GrahamWhite, M.P. for East Birkenhead, and his wife, were the guests of the evening. He made a happy SPS, ea Pe a a lS NORTH OF ENGLAND M.Y.U. ee Y.M. 6-m. M.O.A. The Club had the pleasure of a visit from their President, Mr. T. B. Davis, early in November, at the new headquarters at Surbiton. Mr. Davis will be well known to our readers as the owner of the famous racing schooner, ‘‘ Westward,” one of the most beautiful vessels afloat. As the outcome of this visit, Mr. Davis has offered the Club a magnificent Challenge Trophy, valued at sixty guineas, together with a replica to be retained by the holder of the trophy. The race for this valuable Cup will take place annually at Surbiton, and will be open to members of any recognised model yacht club. Hitherto there has been no race of any importance for the A-class in the neighbourhood of London, and London owners desiring to take part in a first-class match have had to journey to Gosport, Bradford and Eastbourne. This will give the Club an opportunity to receive return visits from model yachtsmen from these centres. There is sure to be a very keen desire to relieve the Club of the custody of this splendid trophy, and a desire to annex the replica, but the sailors of the home club can be relied on to put up a good defence. Altogether the event promises to be one of the most interesting in the model yachtsman’s calendar. Not only the home club, but all model yachtsmen will feel indebted to the generous donor for promoting a race of this sort. The conditions of the race and date are now under consideration by the Club Committee, and will be promulgated as early as possible. The generosity of Mr. Davis to the Club did not end with the donation of this valuable cup, as he has also presented a magnificent photograph of * Westward,” which will hang in a place of honour in the new clubhouse at Surbiton. We have to congratuiate the Y.M. 6-m. M.O.A. on interesting Mr. Davis in the sport. There is a very strong connection between yachting and model yachting, and a mutual interest between the votaries of our parent sport and model yachtsmen eannot but be beneficial to all concerned. to the available water. At the same time it is always wise for a new club to bear in mind the possibility of inter-club racing. The adoption of any class which is not used by other clubs within reasonable distance means that the possibility of inter-club racing is precluded, which removes a great incentive to progress. At present the pond at Gerrard’s Cross is not in a fit condition for sailing but an agitation is afoot locally to transform the water into an up-to-date model yacht lake. It is to be hoped that this. bears fruit as a model yacht lake is undoubtedly a great attration and an addition to the amenities of the town. Anyone interested is invited to communicate with Mr. Cavendish at ‘‘ Kenilworth,” Bulstrode Waye, Gerrard’s Cross, Bucks. oe LONDON JOTTINGS. 161 ome 6 +e wig December 1929 162 The December 1929 Model Yachtsman. The Cine-Kodak display of scenes from the Club’s opening regatta, of canoe racing in U.S.A. waters, of outboard motor racing and of kindred subjects was one of the features of the evening. The Chief trophy of the year—the Columbia Cup —made from bronze taken from the fin keel of the celebrated “Columbia,” the America’s Cup defender of 1899, 1951, was won most appropriately, by Mr. W. M. Carpenter, who is a citizen of U.S.A. Whether any of the new “ A” Class boats now on the stocks will be able to wrest it from him is a matter for the future, but several friendly foes have laid themselves out for its capture. SOUTHERN UNION. (Correspondent Pay Lt.-Cdr. W. F. Behenna, R.N.) EASTBOURNE & DISTRICT M.Y.C. The series of races arranged by the Club for the season came to an end on October 26. The season has resulted as follows :— A-class. Highest Aggregate Cup. “Iris” (A. Boniface) tied with ** Nestling” (H. Payne) with 2424 points. On the sail-off, “Iris” proved the winner. The Highest Average Prize was won by “Vi” (F. Borkett), with an average of 15 pts. per match. “Iris” and “ Nestling” tied lor second In this ballot for the most admired boat and power craft in the show, the voting cards gave pride of place. place to “* Doris,” a T.B.D. in the senior division, and to * Madge,” a 36 “Star” Class (from THE the second year in succession by “ Mimi” (W. Fillery) with 93 points. The Highest Average Prize was also secured by “‘ Mimi” with 112 pts. Second prize was taken by “ Seawind” (A. Pelling) with an average of just over 10. Juniors. Master Stewart Payne repeated his success of last year and won the Junior Cup. Competition in this class has been much keener and entries larger, and it is expected that next season will show further increase. The 10-rater Regatta for the Eastbourne Chamber MODEL YACHTSMAN design), in the junior class. The evening was a great success and the Club has every reason to congratulate itself on the year’s work soon to be supplemented by the completion of a new club-house. A.E.F. NORTH OF ENGLAND M.Y.U. BRADFORD M.Y.C. The last event of the season was the eighth Flag Race, held on October 12. Twelve boats in various classes were entered, which was very good considering the lateness of the date. The A-class race was extremely interesting, as there was the chance of “ Mary,” last year’s winner, being ousted from the premier place, which she has held all this season, whilst there were at least three boats in the running for second prize. On this occasion “Mary” did not finish first, but her score was sufficiently good to make her position at the head of the class secure. The race was won by ~ Black Prince’ (B. Stephenson), 10 points, this being, incidentally, her first flag this season. Final placings for the season were :—* Mary ” (W. Harrison), 81; ‘* Desiree’ (R. B. Roche), 65 ; “Silver Cloud” (J. Whittaker), 63; ‘ Flying Cloud ” (E. Turner), 62; ‘ Peggy,” 51; ~ Black Prince,” 43; ‘“‘ Whimbrel,” 42; ‘Silvia,’ 40; ** Scindia,” 27; ‘‘ Dauntless,” 15. In the 10-rater class the placings were :— “Remora” (F. H. Thompson), 40; ‘ Sheila” (S. Roos), 30; ‘‘ Blue Jacket,’ 21; 19; ‘“ Mary,” 10. In the 6-metres “ Dainty” (J. 10-raters. of Commerce Trophy will be held on Easter Saturday and Monday next year, as the E. & D. M.Y.C. are anxious to avoid clashing with the British Championship and International Regatta. Will 10-rater owners please make a note of the date ? POOLE & DISTRICT M.T.C. The true atmosphere for a model yacht club meeting was in evidence at a recent Committee Meeting of the above Club as it was held in the saloon of the 20-ton yacht “ Aurora ”’ now laid up in Messrs Patterson) was being “ Peggy ” with 16. The 12-metres class was taken by “ Swallow ” (E. Turner) with 8 points. The Club are now looking forward eagerly to the Bradford Cup Race next Easter, and it is hoped that good entries may be forthcoming from other Wa ess Poole. Mr. Shutler saloon as a sitting room and library. The Committee decided to recommend the A.G.M. to run two races each Saturday, the first to start at 2.30 and the second at 5.30 p.m. The principal races for the past season were won by :—The “ Bacon” Cup, Mr. E. Osborne ; the “ Lipton” Cup, Mr. B. Shutler and the “ Patterson ” Cup, Mr. G. C. Paine. SOLENT M.Y.C., SOUTHSEA. The club held its annual race for the ‘ Grogan ” Silver Cup for A-class on September, 29. were seven entrants. There There was some very close racing but towards the end a flat calm occurred and the last board had to be cancelled. The winner was found to be “ Iolanda.” Scores :—** Iolanda,” W. Shell, 19; ‘‘Onaway,” Cdr. Behenna, 16; “ Hazard,” J. Robbins, 14 ; ‘* Kingfisher,” F. Crane, 13; “Gloria,” Rollason, ct Shutler’s yard at uses the deckhouse as a drawing office and the ‘* Britannia,” an easy winner with 26 points, his nearest opponent Highest Aggregate Cup was won for A. 8; New Arney, 8; “ Fantasia,” boat—unnamed, W. H. C. McGilray, 7; Cdr. Behenna had the assistance of Mr. Whitman. Eight of the Combined Metres Classes competed in a race on November 8. The sailing was very good but darkness came on early and caused the 163 The Model Yachtsman. December 1929 match to be curtailed. It was very cold but the excellent sport was enjoyed by a goodly gathering of specatators. Result :—‘* Whynot,” A. Arney, 29; “ Auster,” H. Whitman, 28; ‘‘ Eastward,” F. Crane. 26; The first and third boats were 6’s and the second a 10-m. The other competitors were :—‘‘ Curlew,” J. Robins ; “ Tara,’ W. Shell; “ Utopia,’ H. C. Rollason, and ‘“ Any,” W. Mc- Gilray. TO HON. SECRETARIES OF S.M.Y.U. CLUBS’ Commander Behenna reminds the Secretaries of S.M.Y.U. Clubs, that he would be glad to have notes for these columns. His address is ‘‘ Montpelier.” 57, Stubbington Avenue, Portsmouth. third event was intended to be something of a novelty, being billed as a ‘‘ Nomination Race for Ladies,” but owing to the inclemency of the weather the fair sex were not present in sufficient numbers and the nominations were thrown open to all members. The fourth event, which was a Steering Competition for Novices, had, unfortunately, to be postponed until November 3 owing to bad weather. This last event was open to all members who had not won a prize during the year. The following are the results of the two days’ racing :— l-metre Race (100 yards straight course)—l. “Vagabond I” (G. Harris), 10— secs. (20 m.p.h.) ; 2. “‘ Van-shar’”’ (E. Vanner), 20 secs. (104 m.p.h.) ; 3. “ Nippy ” (Mr. Johnson), 33— secs. ak l}-metre Race “ Shinaniki Da” (100 (A. yards straight course)—1. Pierson), 24— secs. (approx. 8} m.p.h.); 2. “ San-Fari-An ”’ (A. Davis), 38 sees. ; 3. ‘ Spitfire’ (F. J. Pierson, Snr.), 43 secs. WITH THE POWER BOATS. BLACKHEATH P.B.C. The Club’s Regatta took place on October 20, and the programme included a Steering CompetiSix tion, Nomination Race and a Speed Race. boats turned out as follows :—‘‘Jolly Roger,” a steam-driven, stepless hydroplane; ‘ Darky,” a similar type of craft, ‘ Pat-o’-Mine,” a single-step ‘‘ Venturesome,” a steamsteam hydroplane; driven destroyer; ‘‘ Yeoland,”’ a steam cargo-boat ; “Snowdrop,” a steam semi-express cruiser owned by a lady. The same course was used for all the events, as the sides of the pond are unsuited for speed-boat catching. In the Steering Competition, “ Pat-o’-Mine ” scored the only bull, “‘ Darky ” being second with In the Nomination Race, “ Darky ” an outer. gained the first place, with “‘ Snowdrop” second. The Speed Race was won by “ Darky,” whilst “Snowdrop ” and “ Pat-o’-Mine” tied for second place. The re-run will take place when the weather is more favourable. The course for the Speed Race is approximately 60 yards and some close running The winner covered the course in took place. 8 seconds (a speed of approximately 15} m.p.h.); the next two boats took 11 secs. (speed approx. Nomination Race. There were five ties and the re-runs resulted :—l. Mr. A. Pierson, time given 21 secs., time taken 23 secs.; 2. Mr. A. Davis, time given 23 secs., time taken 27 secs. ; Mr. J. D. Skingley, time given 20 secs., time taken 15 secs. Steering Competition for Novices. 1. Mr. Philips, 4 points; 2. Mr. Poole, 1 pt.; 3. Mr. Robins, 0 pts., being the only other boat to complete three runs. The following appears on the notice board of the V.M.S.C. ‘** We don’t want to see you in your glad rags, Or in your Sunday coat ; Just put on a pair of flannel * bags,’ And run a blinking boat !” A. D. The sentiment soZelegantly expressed in this little poem reflects in every member of the Club, and a keener set of power modelmen would be hard to find anywhere. 114 m.p.h.), and ‘ Jolly Roger” 12 secs. (approx. 10 m.p.h.). Being only a small club, all the members were engaged with their boats, but friends and followers of the club readily undertook the duties of starter, timekeepers and water stewards. The Regatta went off very satisfactorily, but was marred by a cold rain that started just before the conclusion. J. VICTORIA M.S.C. * The Victoria Model Steamboat Club held its autumn regatta on October 20, on the Bathing Lake, Victoria Park. The first two events were run in conjunction, being a 100 yards race for l1-metre and 14-metre boats, steam or petrol driven, and some excellent running was witnessed. The BASSETT-LOWKE LTD. We have received from the above firm a copy of The their new ‘Ships’ List (Price 6d. post free). new list, which is magnificently produced and profusely illustrated, shows a most comprehensive range of goods suitable for the model-maker as well as The firm have recently complete model ships. brought out a new steam plant in two sizes. The smaller is suitable for craft between 24 and 36 inches, and the larger for models from 34 to 48 inches, 164 December 1929 The Model Yachtsman. “the pool (or pools) in hot weather might be thrown open for children’s paddling.” FAGUESSS> ae Major G. B. Lee has just moved with his regiment to Belfast. It has been mooted that the Major might conceivably become the new Organiser within the next year or so, but so far this is more or less a rumour. Reports and enquiries have come in from many quarters. Not the least striking is the report of the organisation of a Junior Club by Master Edward Sidebotham at Broadstairs. This young gentleman, though only 12 years of age was one of our first adherents, and his perspicuity seems worthy of the highest praise. The L.C.C. authorities have made several enquiries as to activity amongst junior model yachtsmen, and Mr. J. H. Thomas, Lord Privy Seal, recommended the Forest Gate model yachtsmen to approach the West Ham Corporation to obtain such improvements to the Wandsworth Flats Pond as HALF-YEARLY REPORT, OCTOBER, 1929. During the past half-year the League has been formulating plans for the future, especially in relation to a sound building policy. Correspondence is at times considerable, but it is hoped to decentralise by having Branch Secretaries at Birmingham, Southampton, Deal (or Dover), Leeds and Cambridge. There have been a considerable number of enquiries for copies of the adopted designs. The designs tor the 24” punt are now ready and can be obtained for 26 set, postage 3d., from the Organiser of the League. The 30” one-design class has not been finalised, but should be ready in a month or two. The 36” boat may be any design, provided the League measurements are not exceeded, and two excellent designs have already appeared in the pages of THE MODEL Y ACHTSMAN. This class is intended to offer a wide field for experiment to both private and professional designers, and will certainly not assume any concrete form until the League supporters have had their second Annual Conference on April 26, 1930. a } 1 The League Organiser (Mr. G. Colman Green) has been in touch during the last twelve months with Mr. R. L. Whitworth, 68, Tennison Road, Cambridge, and visited Cambridge last Easter to make personal enquiries on the spot. The question of a suitable sailing water presented great difficulties, but since then Mr. Whitworth and _ his friends have started a strong sailing club at Bedford under promising conditions, and according to latest reports great building activity is apparent. Mr. J. C. Isard, the well-known President of the Old Leysians, thinks that the best spot for a single central pond for the town of Cambridge would be on Donkey’s Common, by Parker’s Piece. He adds, * T judge that such addition would be a distinctive feature and attraction to the town,” especially if are desirable. Any London Model Yachtsman with building experience, who would care to lecture at Evening Classes (and demonstrate), should get into touch with Mr. 8. F. Hatton, Blundell School, Caledonian Road, N.7. Street L.C.C. The Baroness Crichton de Chassiron has asked the Organiser to arrange a visit of League boys to her house at Brighton, but it has been considered advisable to defer the acceptance of this until the League is more advanced. S. Harvie Clark, Esq., Warden of St. John’s Boys’ 100, Marsham Street, S.W.1, reports con- Club, siderable activity amongst his boys. Mr. Harold Ayres, 85, Spring Street, Rishton, Blackburn, Lancs, makes a similar report. In the East End schools enthusiasm is growing, and in one group at least a dozen 36” models have been started. On the whole, there seems every prospect of a very big meeting of I.J.L. Associates at their next meeting at the Round Pond, on April 26. The Organiser of the League, Mr. G. Colman Green, 26, Capel Road, London, E.7, has urgent need of photographs for making lantern slides, and would be glad to have pictures of yachts (either way or building), clubhouses, ponds and under sailing waters, personal photos of model yachting celebrities, etc. The Commodore of the League, The Lieut.- Curator, Geo. Hunt, Esq., R.N., M.B.E., F.R.S.A., Royal Naval College, Greenwich, is taking a keen interest in the arrangements for next year’s Meeting and Conference. personal die December 1929 The Model Yachtsman. Our Deottish Page | & By Wanzi Ranya THE SCOTTISH M.Y.A. ANNUAL MEETING. The 8.M.Y.A. Meeting was held as usual in the Y.M.C.A. Rooms on October 26. There was a fairly good attendance, as fifteen clubs were represented. The Agenda was not long, but contained subjects of the greatest interest, and one cannot but feel thav model yachting in Scotland is rapidly advancing. The Chair was taken by the Commodore, Mr. A. MacDoughal, supported by the Hon. Secretary, Mr. D. McPherson. After the usual preliminary routine business, the meeting settled down to discussion of the matters in hand. One of the first items was to hand over the Championship Flag to the Victoria M.Y.C. The owner of “ Adapta,”’ winner of the 6-metres event, was present to receive it on behalf of the Club. The Secretary then read the minutes and reported on the Bradford Cup Race. The latter produced a few jocular passages, and we were given to understand that some members intend to go on until the Cup is brought over the Border, and good luck to them ! The ballot for the venue of the Championship Races was between Elder Park and Clydebank, and Elder Park was selected. This means that Clydebank will automatically be chosen for 1931, as this is the end of the first round of the Scottish Clubs. The dates of the races were fixed, the 12-metres for the last Saturday in August and the 6-metres for the third Saturday in September. The next motion on the Agenda was an important one and a matter that we have already mentioned in these columns, namely, a better recognition of the 6-metres Championship. Several amendments were proposed, but their tenor was the same, that the winner should get a reasonable prize. After involved argument, it was unanimously carried that the winner should receive a prize and flag, as is done for the 12-metres class, and the conditions should in future be exactly similar for the two races. The next item was a technical matter that had to be gone into very thoroughly. The question involved was the adoption of salt water measure- ment and crew weight allowance. Salt water measurement should have been included in the rule from the beginning, in order to put all boats on the same footing as the prototype, but the crew weight proved to be a more debatable point. However, the motion was carried unanimously and will apply to both the 6’s and 12’s, and all water is to be tested specific gravity before measurement is undertaken. A number of minor points came to light during the discussion, and the outcome is that a resolution was tabled for the next meeting that in future the 8.M.Y.A. automatically adopts all rules introduced by the Y.R.A. inasmuch as they bear on the models recognised by the S.M.Y.A. In the past there has been misunderstanding on these points and some clubs have stood by the original rule passed in 1920, whilst others have followed closely in the steps of their elder brethren. Needless to say, the 8.M.Y.A. have been at times awkwardly placed. If this further resolution is passed, there will be no room for doubt in future. This closed the serious business of the meeting and the rest of the time was spent in a discussion on current events in local model yachting. It is rather early yet, but we understand that the Carnegie Trust have in view the construction of a model yachting lake, to be used in winter for skating, at Dunfermline. The S8.M.Y.A. have been approached for advice in the matter. So far all promises well and we look forward to seeing a fine healthy club at Dunfermline in the near future. We have also heard that there is a likelihood of a pond being built at Prestwick. If this materialises, it should strengthen the Ayrshire clubs and assist them with their inter-club racing. INVERLEITH M.Y.C. We have just heard from Mr. Kilpatrick of the above club that he has just completed the designs of two new boats. The first is a 6-m., which his clubmate, Mr. McArthur, is building this winter, and the other is a 12, which he hopes to build himself. Judging from what we have seen of this designer’s work, these two boats should prove very useful and be an acquisition to the Edinburgh Club. One of the most important races in the East of Scotland is for the McLennan Trophy. This season it was won by “ Maybelle ” (T. Arnould), the latest THE LY.R.U. RATING RULES (as applied to Model Yachts). Latest addition. — Post free 1/1} from C. N. ForGr, Hon. Secretary, Model Yaching Association, 161, Litchfield Grove, London, N.3.—( Advert.) addition to the Inverleith fleet. Strange to relate, she dropped the only windward board that she lost to *‘ Cathie II,” one of the 6’s which was permitted to sail in the race with the 12’s that day. (continued on page 168). 166 The Model Yachtsman. 10-RATER MODEL Designed by A. “FLYING afin – SPRAY.” W. LITTLEJOHN. eae Moat tt es, December 1929: BS e ETE ae \ oe \ ~ \ a e es i: (ee 44 Ve _ Sy SE ae eee N i Sn. \ x sa a fs ie : (= i = Oe ee ia = Dimensions. 3c ly a Draft ee (rey ee ee Displacement 8.A. (allowed) .. a ay, eme 9.5 ins. .» 19lbs. .. 1538 sq. ins. a Sail Plan will be published in our January issue. iy ar gE December 1929 – The Model Yachtsman. 167 Scale: One-sixth of Full size. = BS | ! — | ——— — N = 63-8″ DisPLacemMent S.A. – 19 LBS. 1536 (Aitowes) MN \ 5 LOR. seen ane NQ es a} _\, OUR The design of “Flying Spray”’ shows an extremely hefty craft. She should be able to drown most 10-raters whilst being an able boat in light winds. DESIGN. Her designs are available as blue prints—lines half-size but with full-size section plan at 12/6 a set post free, from THE MODEL YACHTSMAN. The Model Yachtsman. VAN ce L i [Hfhe iN aA December 1929 SS] = == 7m a [hi- 168 Section Plan of “‘Flying Spray,’ (10-rate). Designed by A. W. LITTLEJOHN. Our Scottish Page (continued from page 165). willing to do the hard work, and then put in a little overtime, and when things go aglee. also to take all the blame We only know of one man in Scotland who answers to this description, and AN A-CLASS CLUB FOR GLASGOW. Since these notes last appeared, a new club has come into being. A meeting was held on November 8, in the Y.M.C.A. Rooms, and over twenty names were handed in as prospective members. Nothing was definitely settled, but the main idea is to have a club in Scotland which will foster and help to promote international racing. Anyone is eligible for membership so long as he is willing to assist the designing, building and sailing of A-class boats to compete for the Bradford Cup, at Gosport, and any other open races as they come into existence. We cannot prophecy how many A-class boats will be built, but it is safe to say that the new fleet will be greater than some long extant clubs can muster on a good Saturday afternoon. Naturally the first job is to get a man who is that is D. McPherson, Esq. He came to the meeting fully intending to refuse the job, and we must say he put up a good fight, but when wee Archie Sharp reminded him that if he did die of overwork it would mean an extra wreath, he gave way gracefully and is now Hon. Secretary, pro tem. We hope to give a full report of the first club meeting in our next issue, but in the meanwhile anyone interested can get all information from Mr. D. McPherson, 31, Windsor Terrace, St. George’s Cross, Glasgow. We may mention that we have already heard of one very interesting new boat that is under con- struction for the A-class. Mr. J. A. Stewart, of the West of Scotland M.Y.C., is having a model built to the designs of Mr. J. Morton James. The yacht is being built by Mr. J. McKinnon, who is wellknown for the work he turns out. 169 The Model Yachtsman. December 1929 ON SCREW PROPELLERS. By A. BRAcKET, wood or metal, and meant the distance in the line of the shaft from one convolution to the next. It is, therefore, the distance the propeller would advance in one revolution if it had no thickness and there was no slip. Now slip is a most important consideration in the design of propellers. The screw propeller does not work as a screw would in the thread of a nut. If it did, it would advance at a rate equal to the pitch of the propeller multiplied by the number of revol- If the propeller is too sudden in its action it will suffer loss of power through churning the water up instead of genuinely accelerating the flow. The ideal propeller should, therefore, very gradually accelerate the water from the velocity of the feed to the velocity of the discharge. utions. In water owing to the propeller slip the speed of the vessel is less than that due to the pitch of the screw and number of revolutions. How much it is less varies in accordance with the amount of slip. The stream of water issuing from the propeller is caused by the back of the blade has an influence, so that the combined effect of the face and back is to give a true pitch considerably greater than the nominal pitch. propeller is the acceleration. a twisting one, and as the twisting motion has no propulsive energy, it is simply wasted power. The ideal jet would be a solid steady column of water with no rotatory motion. With the ordinary form of screw propeller this is impossible of attainment, Now the propulsive energy of water thrown astern is lost. This energy varies as W = S*, where W = the weight of water driven astern and S = the velocity of the discharged water in relation to still water. It will, therefore, be seen that if the quantity of water is doubled, the loss is doubled; but if the acceleration is doubled, the loss is fourfold. From this it follows that a large slow-running propeller is of greater efficiency than a smaller one running at a higher speed. Diameter is the most important feature of a propeller, and a slight change in diameter has more effect on power absorption than a considerable alteration in pitch or blade area. Where the ideal diameter is greater than is desirable for practical considerations, the total power absorption can be kept constant by variation in blade area, shape and pitch, but naturally there will be a loss in nett efficiency. The face pitch of a propeller is not the actual pitch as the blade has thickness, and the suction Recent experiments with aeroplane wings and sails showed that the upper side of the wing and the back of the sail respectively have more tractive power than the faces, and that the leading edges of these aerofoils are their most efficient parts. In the case of an aeroplane propeller it is considered mainly as a twisted aerofoil. There seems little reason to doubt that to a very large extent the same considerations would apply to a marine propeller, and that probably the suction effect of the back is at least as important as the propulsive effect of the face, and further that the leading edge does most of the work. Mainly for simplicity of design and construction, propellers are usually made to be true screws with the pitch constant at all distances from the axis and the blades flat, so that the pitch is the same on both edges of the blade. If the whole propeller was moving through the water at an equal speed, the acceleration of the column of water would be constant throughout, but -— > The added velocity imparted to the water by the ordinary screw operating in as of the vessel, but as a vessel drags a certain amount of water after it, the velocity of the feed is somewhat less that the speed of the vessel. The term pitch was used in exactly the same way as for an a The speed of the water entering a propeller is called the velocity of the feed. If the propeller was working in clear water, this would equal] the speed they reached their present proportions. nee en function. it was found advantageous to shorten them until = propeller acting in water, the slip is what makes it The term ‘pitch’ was derived from the first propellers which were made like an ordinary wood screw with several convolutions of the thread, but a ae If a vessel is towed through the water: with the screw motionless, the water flows through the propeller at the same speed as the vessel is travelling. Now if the engines are started, the velocity of the water will be accelerated as it is impelled astern. This acceleration is the ‘real slip’ defined in my first paragraph, and ‘acceleration’ is a better description than ‘real slip.’ In the case of a screw working in a nut, the less slip the better; but in the case of a The pitch used in making propeller calculations is that of the driving face of the blade, and is known as the nominal or face pitch. The driving face of a propeller is the after side, being that which drives the vessel ahead. Tbe forward side of the blade is known as the back of the blade, and the leading edge of the blade is the one which cuts the water first. Se All marine propellors gain their power by throwing a column of water astern and the vessel moves forward in the same manner that a gun recoils when it fires a shell. The speed of the column of water thrown astern by the propellor is often called the ‘real slip.’ as the vessel drags water along at different rates varying with the distance from the hull, itis obvious that the rate of acceleration must vary according to the speed of the water in which that particular part of the blade is operating. In the case of a single screw model with the shaft coming through the sternpost the wake will be greatest near the boss. Less pitch would then be required in the centre than at the tips to give an equal amount of slip all over. The maximum efficiency is obtained by locating ‘the propeller as far aft as practicable, even clear of the hull in speed boats, and as near to the surface as possible without breaking water. The pitch ratio is the ratio of pitch to diameter and is expressed :— fugal force takes the line of least resistance, which is to the surface. If there is a good depth of water over the screw, then there is more resistance to the escape of the jet and consequently less slip. The simplest manner of reducing slip is, therefore, to p d where p = face pitch in inches and d = diameter in inches. The usual limits of pitch ratios are between 2-0 and *5, and above or below these efficiency is very low. A series of experiments was made some years ago in the U.S. Navy, the results of which were somewhat remarkable. One thing disclosed was the fact that as the pitch ratio is decreased the influence of the area of blade becomes progressively less, until for propellers of very fine pitch ratio narrow blades actually absorb greater power. For propellers of 0°6 pitch ratio at a slip of 26% the width of blade makes practically no difference in the power absorbed, although narrower blades give slightly greater efficiency. Below this amount of slip, narrower blades absorb more power, and above this slip, wider blades take more power. As pitch ratio is increased, this action becomes less and less until for higher pitch ratios the power absorbed increases with the width of the blade. tl a a om Another remarkable fact is that as the pitch ratios of the propellers decrease, the power absorbed increases, and the efficiency at low slips is very great. The deductions drawn from these experiments are that at small slips the propeller acts as if the following portion of the blade is more efficient, whilst at greater slips the leading edge predominates. 1a December 1929 The Model Yachtsman. 170 Most propellers are right-handed, that is to say they revolve clockwise when viewed from aft. A right-handed propeller tends to make the bow go to port unless counteracted by helm. A left-handed propeller revolves anti-clockwise and has the reverse effect. With twin screws the almost universal practise is to make them revolve in opposite directions, the starboard screw being right-handed and the port screw left-handed. With both screws going ahead, neutral helm is obtained, and with one screw stopped the maximum turning moment is exerted by the other. If the screws turned inward instead of ouiward, when one was stopped, the turning moment would be counteracted by the eccentric direction of the thrust of the other screw. The principal advantage gained by this arrangement of the screws is, therefore, manoeuvrability. At the same time, there is a certain gain in efficiency due to the screws being clear of the deadwood and farther from the influence of the hull. The centrifugal velocity of the jet of water thrown by the propeller must, however, be carefully considered. If the engine is started when the boat is at rest, the screw acts very much like a centrifugal pump. The water projected outwards by centri- keep the propeller well immersed. Obviously, the greatest propulsive effect will be obtained it the jet is kept as solid as possible and this centrifugal force directly counteracts this end. In order projected cylinder methods to minimise centrifugal force, the water must be induced to take the form of a instead of a cone. Several different of doing this have been tried and the effect of raking the blades aft is quite pronounced as it imparts a centripetal motion to the water to counteract the centrifugal velocity. The first thing to decide about a propeller is the number of blades it is to have. Actually a twobladed propeller is slightly more efficient than a three, but two-bladed propellers are little used except in auxiliary sailing craft where ti.ere is an advantage in being able to lock the blades up-anddown behind the deadwood. The disadvantages of the two-bladed propeller are that to get sufficient blade area the diameter must be greater than is usually advisable, and that it gives more vibration than three blades. Four is the largest number of blades that has been found practicable, but this is only resorted to when the diameter has to be kept small for other considerations. Generally, three blades will be found the best number for ordinary uses. The actual thrust exercised by a propeller is theoretically calculable, but the results obtained in practice are usually different. It may be estimated as being between *6 and ‘8 of the power exerted by the engines. The mean width ratio is the average width of the blade to the diameter of the propeller. This is always taken as if the blade were continued to the centre line of the screw. The formula is :— M.W.R. — Area of one blade in Sq.ins. xX 2 Diameter in inches This ratio forms a better index of blade area than that of developed area to disc area. Thrust might be expected to be proportionate to blade area, so that 5% increase of area would mean an increase of 5% in the thrust exercised, but this is not the case, and as mentioned above, at low pitch ratios the thrust for a wide blade is less than for a narrow blade. It is sometimes considered that this is December 1929 The Model Yachtsman. 171 due to the greater blade thickness in proportion of the narrow blade which gives a greater pitch than the nominal face pitch. PitcuH Generally speaking, narrow blades are more efficient and this can be ascribed to the fact that the leading edge is most effective part. A good all-round mean width ratio for general use is °25. Very narrow blades are impracticable as they cannot be made strong enough without getting the thickness too great for efficiency. Wide blades up to -40 mean width ratio may be needed where there is risk of cavitation and it is necessary to keep down the thrust per square inch of area. A common difficulty in high speed craft is the excessive slip prevalent owing to the high engine revolutions. This might be mitigated to some extent by gearing the propeller down, which might also assist in avoidance of cavitation. The actual shape of the blade is not a matter of CAR CUMFPERENCE any great moment, and the common eliptical shape is as good as any. Where it is necessary to keep the diameter small, additional area can be obtained by making the blade wider at the tip. One advantage of a wider blade is that it can be made finer on the leading edge and the thickness is Jess in proportion to mean width ratio. Piten+ 27 Axial thickness ratio is a matter of some importance. This is the ratio of the thickness of the blade would have if its face and back were extended to the centreline of the propeller, divided by the diameter. The axial thickness ratio should be about ‘05 in order to give adequate strength. This is also a good average thickness for efficiency. Narrow blades gain efficiency by having less and wide blades by having more. The most efficient thickness is when the axial thickness ratio is about -2 of the mean width ratio. The effect of blade section is quite appreciable, and generally speaking a flat face with a cambered back, similar to an aerofoil, is the most efficient. Pere AnGLe yPitce ANGLE RaAptus The blade angle at the tip for any given pitch can be found by laying off to scale the circumference as a straight line and the pitch perpendicular to it. It is more convenient to lay off radius than circumference and if pitch divided by 2x is used instead of pitch, we get the same angle. In a true screw the pitch is the same at all distances from the centre, so pitch angles at the various radii can For instance, See diagrams opposite. FPitcu be easily found. in the October number of THE MODEL YACHTSMAN, the propeller of “‘Chatterbox” is given as 3°375ins. diameter and 10ins. pitch. The circumference of a circle with a diameter of 3°375ins. is :— 3°375 X 7 =3°375 x 3:1416 \Perce ANGLE = 1060289 A horizontal straight line of 10°6ins. long is accordingly drawn and a perpendicular erected on > CiRCUMEERENCE 172 December 1929 The Model Yachtsman. it-of the length of the pitch (10ins.) By completing the triangle we have the pitch angle at the tip shown in the acute angle at the base of the triangle. In order to get the angles at any part of the blade, the circumference (forming the base of the triangle) is divided accordingly and the point found joined to the apex of the triangle. For instance to find the pitch angle in the middle of the blade the base of the triangle is divided into two (5:3) and this point joined to the apex. By the alternative method of using the radius as a base, we use half the diameter (3°375 + 2) or 1°6825ins. The perpendicular erected will be the pitch (10ins.) divided by 27. or 10 divided by 2 (3°1416)=1-5915. The base is similarly divided to find the pitch at any given spot in the blade. When a raking propeller is used, the circumference is similarly taken as the base but the base of the triangle from which the pitch angles are taken is arranged at an angle equal to the rake of the propeller, The diagram will make this perfectly clear. The calculation of blade area is quite a simple matter and the Trapezoidal Rule or Simpson’s Rule can be applied. A line is struck down the middle of the blade and the result multiplied by 2. The most important difficulty that faces the designer of high speed propellers is cavitation. If a propeller revolves at too high a speed, the water losses in the jet of water thrown by the screw and the cavitation set up. It must be remembered also that the propeller acts both forward and aft of itself. Aft, it throws a stream of water astern ; forward, it draws a stream of water towards the blades This action forward is at least as important as what occurs aft of the screw. As mentioned earlier in this article the aeroplane wing and the sail do the greater part of their work with their backs, and the writer is of opinion that the attraction forward of the propeller is of similar importance. This means that the propeller should work in water undisturbed by the passage of the hull. The passage of the hull attracts the water forward, the propeller draws it aft. Obviously the propeller and the hull are acting on the water in opposite directions. If the propeller is working in water attracted to the hull, it will not get its proper supply and the suck of the bull will neutralise part of the work done by the screw. On the other hand, the screw by drawing away water which would otherwise flow in behind the hull, must increase the resistance of the hull to forward motion. A table of maximum allowable tip volocities to avoid cavitation is published, but it is not of much assistance to model designers as the slip in models is much greater than in the prototype and the speedlength ratio of the boats so much greater. (To be concluded). is unable to remain in solid cantact with the blades at all points. This is known as cavitation and is a most objectionable feature. Its ill effects are felt in the form of impaired efficiency of thrust, increase of vibration and bad steering. It is especially noticeable with narrow blades. With a wider blade the edges can be better streamlined. a — Cavitation is worst near the leading edges of the face, which should be the most efficient part of the blade,and the writer has heard it suggested that possibly this might be mitigated by placing the thickest part of the blade ahead of its middle. It y fi ae [ ‘ is certain, however, that in a wider blade when there is moderate cavitation, the after part of the blade does most of the work, and the wider blade also permits’ the leading edge to be sharp and thin. To avoid cavitation, tip speed must be considered. If it is too high, the tip speed can be reduced by decreasing the diameter of the propeller, as revolutions being constant tip speed will be reduced automatically as the diameter is decreased. The area can be kept constant by increasing the number of blades or increasing the width, and a raking propeller effects the same result. Another feature which can well be experimented with is the boss. A long properly streamlined boss will obviously tend to counteract the centrifuga, OBITUARY. As many Scottish readers are aware, the Ayr M.Y.C. has lost one of its staunchest members by the death of Mr. J. McDoughall. Whenever any progressive step was mooted in Scottish model yachting circles, Mr. Jack McDoughall was always well to the fore. One of his last actions was to place an order for a new 6-metres with Messrs. Smith Brothers of Tighnabruaich. The boat is now finished, and under the sad circumstances is now on the market. We understand that she is designed by Mr. W. J. Daniels, with the following dimensions :—L.0.A., 58.5”; L.W.L., 36”; displacement, 19.6 lbs.; rating, 31.98’. She is planked in pine, with mahogany keel, and finished bright varnished. Anyone desirous of acquiring an up-todate racing model should write to Smith Bros., The Slips, Tighnabruaich, Kyles of Bute. NOTICE TO READERS. Owing to pressure on our space, we have been obliged to hold over until next month all Correspondence, an article on An Interesting Barge Model, Queries and Replies, and an article on Our Racing Classes by Mogador. Printed for the Proprietors by H. G- Stone. Wymondham, Norfolk, and published by E. E, Marshall, Golden Gt. Pulteney St., London, W.1 House. v The | Service that ‘ i SAILS Counts! Why not have YOUR Fitting Chas. Out done by a Practical Model Yachtsman ? Drown, 8, Ullswater Rd., Everything for the Model West Norwood, S.E.27. Yacht made to order. Send Stamp for Price List. SAILS and Yacht Repair saad ae of best Union Silk VV. H. Bauer’s Model i : in 1/3 Fit-out THREE GRADES, per 100 sq. ins. Service, All orders receive personal and 23/, Goldhawk Road, Shepherd’s Bush, prompt attention. Scientifically cut, combined with perfect Workmanship. London, W.12 \ All contributions and Editorial communications should be addressed to The Editor, and must contain name and address of sender. supply Bound Volumes again whilst the Back Numbers of THZ MODEL YACHTS. MAN can be obtained by any readers who desire to complete their sets. Vol. 1, No. 1 Reprint, price 1/-. No. 2, 6d.; inclusive, 6d. No. 3, 2/6; Nos. 4—12 Vol. II, all numbers are still in stock but September (No. 6), is getting short. ld. per number extra. Postage en ae aS er ae we can stock lasts. The number is, however, very limited, and prompt application advisable. per annum, post free in the U.K. and Empire. America 1.60 dols. All Cheques and P.O.’s should be crossed and made payable to the Cashier. SS Bound Volumes of THE MODEL YACHTS- MAN, Vol. I, can be supplied for 12/6 each, postage 9d. each. A few copies of June having come in, All orders for the Magazine should be accom- panied by remittance and should be addressed to The Publishing Department. Yearly subscription, rate 6/6 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. a a Pa Whilst our stock of Cases last, we will bind Volume I for readers for 46 post free. All advertisements must be addressed to The Advertisement Editor, and should reach him by 10th of month previous to publication. pene Binding (including Case, Title Page and Index). Contributions for publication must reach us not later than 10th of month previous. ly Binding Cases complete with Title Page and Index. As our stock of sets to bind is now exhausted we will dispose of remainder of Cases for 1/- each, post free. : All queries requiring an answer by post must be accompanied by stamped addressed envelope. ng Title Page and Index for Volume 1, Price 6d., post free. When a nom de plume is adopted, the correct name and address must be enclosed for our satisfaction, ta “4 ee eg December 1929 The Model Yachtsman. — December 1929 — = – SS The Model Yachtsman. a 61 WALKERS Model 61 Yachts Maker, GEORGE BRAINE. WINDERMERE Sailing Dinghy, ins., Weight about 9lbs., Marconi suit of Sails of best Union 36in. overall, rig 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 Boat, 36ins. overall, Beam 9.7 ins., Weight about 8lb., Marconi Rig with Spin- naker, square fitted Sails of best Union Silk about 600 inches, Braine Automatic Steering Gear, Ribbed and Planked with best Cedar and Varnished. Price £8. “K” SAILING YACHTS 546, 8/6, 10/6, 14/6, 17/6 and 35/-. “K” POWER BOATS 8/6, 12/6, 16/6, 21/-, 27/6, 30/-, 50/- and 60/-. BURTON BOATS 31/6, 42/-, 59/6 and 75/- 61, Baker Street, London, W.1. Tel.: AMBASSADOR 8885.