The Model Yachtsman: Volume 3, Number 11 – February 1931

43. (Nt ttt Editorial … ge I.M.Y.R.A. Notes .. American News Model Yacht Sailing for be Beginners … The Mounts Bay Luggers Steam ¥ How to built the Launch ‘*Helen”’ Our Scottish Page Forest Gate M.Y.C. … A-class Design by K. Grane R.N.L.I. Motor Lifeboat With the Power Boat Clubs Model Yachting, 1922 – 1930 Preparing a Stuart-Turner B.B. Engine for Racing Another of my Model ht) uJ Best er s9l/ {| . Correspondence + P PPRURCUREUBECRCEUMIULONAL te “ : : 2 tas Wy DI) Nerve regs on i WW) y et iy ied -, ~ : One os A cae ‘. ma GOLDEN HOUSE, GREAT LONDON, PULTENEY W.1. STREET, February 1931 The Model Yachtsman. First-class WANEY STUART TURNER For Model ‘ Vancouver PINE Yacht Building. tin. for Decks, and any thickness up to 24in. wide. & Co., Ltd., This wood is without a blemish. Henley-on-Thames T. MARCHANT, LTD., Timber Merchants and Importers, Verney Road, Rotherhithe New Road, LONDON, S.E.16 Steam and Petrol Engines for W. CAINS, Model Yacht Sailmaker Model Speed Boats Uses the best Union Silk Fabric. The most suitable for Model Yachts. Send stamp for ORDER Catalogue EARLY. mentioning YACHTSMAN 82, St. Edwards Road, f “ay FOR VV. H. Bauer’s Model and Yacht Repair :: Service. Fittings :: Well-built planked Yacht. ORDER design by leading First class, up-to- designer. Recently built, but not yet launched. Sails Apply Box, 104, ¢/o THE Steering-Gears & Accessories TO SALE. A-CLASS MODEL Fit-out date Spars we AS GOSPORT, Hants. “4 THe MODEL MODEL YACHTSMAN, Golden Louse, London, W.1. ONLY!! ‘‘TEST,’’ Cold OLD-TIME SHIP MODELS Water Waterproof. Built, Repaired & Re-Rigged Glue Heatproof. The best CASEIN GLUE for Model Builders Sample Tin 8d. post free. Workshops: Trade 237, Goldhawk Road, J. London, W.12 \. enquiries TREVOR, 320, Dollis Hill y, S invited. Lane, London, N.W.2 J In replying to Advertisers, please ‘mention THE MODEL YACHTSMAN. THE MODEL AYACHTS M aaSaw 3s f ” ashen ediel. a a| Te —=— ~aer _ a ~~ -_- —_— te ae ? oad more MRE — ais L. Pa A aN A Vol. 3. MONTHLY MAGAZINE FOR. MODEL MARINE ENTHUSIASTS. No. Il. FEBRUARY, 1931. EDITORIAL. N his new book ‘A Year on the Great Barrier We recently had the pleasure of receiving from Reef,” Dr. C. M. Yonge describes various native a reader a cutting from the Tatler of about twenty odd years ago. publish a reproduction in a future think that our artist Mr. W. G. We had no time to comment on this matter last month but already we have received a number of congratulations. We recently received a charming letter from a reader who says that each number of the magazine is even better than the last. We should like to feel that we were improving in this manner, but frankly we do not feel that we are yet doing nearly enough for any section of our readers. The cause is inability to increase the size, but if every reader would endeavour to get us at least one new reader before the end of this volume, we would be able to start our Volume IV on a very different scale, THE Epiror. Poets) ee we Munro has excelled. swe Last number saw the design of our cover once again changed, and in the new drawing which adorns Eee Aoe ee will recognise some of the Ge tater Tee (Kensington) ie M.Y.S.A. yachts and men depicted. ee is not lightly obtained, but is the result of forethought and hard work beforehand and skill and coolness during racing. As a mould of character, failure is even more valuable than success as it calls The for good temper and good sportsmanship. chief who encourages his followers to embrace this hobby is evidently a man of not only exceptional character but exceptional penetration as well. of this page issue and feel sure that the older members of the our jacket, The above is quoted from a review published in Discovery, last month. It is undoubtedly very interesting to read these things and this people appear to be like their chief of exceptional character. Undoubtedly model yachting does (or should) bring out the best in the character of its votaries. Success Except for the illustrations which show the type of model then in vogue, the article might have been written today. We hope to ony te customs which he encountered during his travels. At Warrior Island, where the people are ruled by a chief of exceptional character, the school teacher and Anglican priest are also natives. The village is laid out on a definite plan, with well-built houses, and the unique hobby of the people is sailing model boats. Beautiful luggers and cutters, three or four feet in length are made to race so quickly that they have to be pursued in full-sized vessels. Model February Yachtsman. 1931 SS a a ORALpope} ENCING AssOCig oe : en The — 216 Hon. See. X 2 ZzTOW | PB.TUCKER eS ~~ i.M.¥.R.A 9 A motion has been put forward power boat racing, and has accordingly suggested by the M.Y.R.A. of N. America to rescind the second sentence of Clause (k) of the Limits and Sailing Section. approached to join the I.M.Y.R.A. (Power Section) Penalties contained to represent Britain. A-Class. shape in the Rating Rules for the This would permit the use of spars of any without penalty, including the that the Model Power Boat Association be It is obvious that the constitution of this Section Burgess’ will mark a great step forward as a properly con- This has been sent to the nations concerned so stituted international association will enhance the status of the sport of model power-boat racing. that if there is any measure of agreement, this feature can be adopted in time to permit it being When the I.M.Y.R.A. was started, it marked a big advance in the legislation of model yachting, put into force for this year’s races. and it will do the same for this kindred sport. The Meeting of the International Council (Sailing Section) will be held at the Crown Hotel, Gosport, national authority in the model power-boat world, boom as used on “ Enterprise.” on July 31. Power Boat Section. A motion has been proposed by Belgium to institute a Power Boat Section to the I.M.Y.R.A., and formulate Racing Rules and Classes for international competition. The Model Yachting Association, which represents Britain on the sailing side, takes no interest in THE GOSPORT REGATTA. Undoubtedly British A-Class Championship at Gosport on M.Y.A. ANNUAL MEETING. Races at SOLD Gosport on August 1, 3 and 4. At the time of going to press only the American entry has been received in addition to the British, but it is expected that France and Belgium will also enter. We should have very much liked to see our German friends over once more, also to have received entries from the other two members of the I.M.Y.R.A. (Latvia and Norway). talk of an entry from There was some Switzerland also, unfortunately, this has not materialised so far. but, the leading GENERAL The Model Yachting Association held its Annual General Meeting on January 31 in the Whitefriars Room at Anderton’s Hotel, London. In addition to the usual routine business a number of important matters came up for docision. A full report of the Meeting will be published in tho March issue of THE MODEL YACHTSMAN, July 27—30 (inclusive). International are number of highly successful international events. The Racing Rules and class of boat used have become standardised, both in this country and France, as far as these international events are concerned, at all events. If these are now adopted by the other nations comprising the I.M.Y.R.A., it will assuredly make for progress. THE The dates provisionally fixed are :— M.P.B.A. and they have already run a Although at the time of going to press the dates of the Gosport Regatta have to be confirmed by the Annual General Meeting of the M.Y.A., we do not think there is any doubt that the arrangements put forward by the Association’s Regatta Committee will be adopted. the Volume I of THE OUT! MODEL YACHTSMAN has been unobtainable for some time as Nos. 3 and 7 are out of print. In fact, very few copies are left of any of the numbers of this volume. A limited number of bound copies of Volume II are still available, but No. 6 is now out of print though a fair stock of other numbers still remains. Complete and bind your sets before it is too late. Indices and Title Pages, also Binding Cases are still obtainable for both volumes. In future years these volumes will be treasured possessions. February 193] The Model Yachtsman. AMERICAN SAN FRANCISCO 27 NEWS. OGDEN PARK M.Y.C. This Club was founded in 1898, and the Club room is at 543, 2nd Avenue, and the Boathouse at Golden Park Stadium, 36th Avenue. The Hon. Secretary is Mr. Gordon Smart, 116, Kearny Street, San Francisco. The main class used is a model to the Seewanaka Rule : VS.A.+ L.W.L. = Rating 2 M.Y.C., (CHICAGO). The photograph which appears on this page shows four of the Club’s A-Class models on their home water at Ogden Park. From right to left the boats are “‘Cygne”’’ (Geo. Baron), ** Enterprise’ (Fred Adams), ‘ Typhonette”’ (Orville Sonntag) and ‘“*. . .” (J. Johnstone). * ‘Typhonette ” was built by her owner, who is 18 years old, from the lines of F. H. Wood, and has 321 lbs. lead on a total displacement of 40 Ibs… and shows promise of being very fast. with a 72 inches overall limit. There is also an excellent class for juniors and novices with two limits—36 inches L.O.A. and 12 lbs. weight. There are about thirty of the six-footers. The Club are During last season the Club only held two matches. at Cedar Lake which is some forty miles from the city where open-water sailing from row boats is. work out at about 42 inches L.O.A., and be nearer At the present time a project is afoot to form a Mid-West Branch of the M.Y.R.A. of M.Y.R.A. of N. America, which would include the Akron, Ohio, Cleveland, Toledo, Detroit, Grand Rapids, Chicago, St. Louis and Ogden Park Clubs. The idea in the main is to hold local Elimination Races. instead of each club sending representatives to the starting an intermediate sized class which will the international type. The full details are in process of being worked out. The Club’s sailing water is not too good as the lake is of irregular shape and surrounded by trees, and the harder it blows the worse are the eddies, so that luck plays a fair part in the results. The best course that can be got is 220 yards to windward. obtained. races to select the States representative for the International Races. Photo: G. Baron. THE A-CLASS AT OGDEN PARK, CHICAGO. 218 The MODEL YACHT Model Yachtsman SAILING FOR Part II. F it is noticed that she is falling off the wind, the mainsail should be hauled a little closer directly she reaches the shore and then put off on the other tack. Each time she comes to shore haul up slightly closer, and you will find that each succeeding adjustment ih this direction, the model sails at a closer angle to the wind. If this is dene each time the model comes to hand, it will be found that a moment arrives when she shows loss of speed through the water and will possibly come It was probably noticed that at head to wiud. first the wind from the jib was directed on to the lee side of the mainsail ahd spoilt its setting. As the mainsail is closer hauled, this will gradually disappear and the moment the sail is close enough to avoid the jib interfering will generally be found to be the correct windward setting. 1f the mainsail is closer hauled than this, the loss of speed will too great to make closer poinfing profitable in getting to the windward end of the course. = = 2 Ce SS ee See ae Se er =a ee 8 Fie we Ba Now it may be found that the model does not sail quite the same on different tacks, and the reason may be either that the rudder is not dead amidships, or that the angle of sails differ through incorrect arrangement of sheet positions on deck. It is assumed that the hull is built true, although this is very often not the case. The mast may be over a little to one side, but this should have been attended to before starting. In the case of a gaff mainsail rig, care must be taken that there is absolute freedom of movement at the gaff jaws, as any binding at this point will make the model fidgetty, and therefore, when rigging up, care must be taken that the luff is not strained up too hard by the throat halliard nor the gaff over-peaked causing the sail to girt from tack to peak. When the model has been tuned up to the pitch that she will sail at a constant angle to the wind when close hauled, the beginner can devote himself to making her tack by herself. The reason for wishing to do this is twotold. If, for instance, the model could with her closest winded trim lay the course, it would be somewhat annoying if a sudden contrary puff threw her on to the wrong tack, when she would hold a course at right angles to that required to be sailed. The other reason for automatic tacking is to save the necessity, when sailing the model alone, of going to the other side of the pond to turn her, and also to make a short tack when, by doing so, a shorter distance is covered in gaining the finishing shore. February 1931 BEGINNERS. By W. J. DANIELS. inclined to get head to wind when she has the wind on that side. There is, however, no reason why the sail should be set in an inferior manner, so what is termed a gye is introduced. This consists of fitting from the end of the mainboom an elastic line with an adjusting cord to regulate. the length, and attaching the other end to a point on the deck-edge about half-way between stern and mast. If this gye is adjusted in length so that the boom is held over a little further than amidships, yet is sufficiently weak to allow the sail to stretch it out when the wind is on it, it will be found that the model will sail on a curve towards the wind instead of keeping straight. A moment must, therefore, arrive when the headsail spills, and directly this occurs the elastic will be able to contract and pull the boom inboard. The continual pressure will bring her head to wind, and the turning impulse thus given will cause the model to fill on the other tack. A model can by this means be sailed along the seashore without fear of her starting off seawards on her own, but her surety of always performing the manceuvre correctly will, of course, depend upon the boat being properly tuned for windward work. So much for windward sailing. We have now to trim her to run before the wind and regain the point from which we started. We must now use the rudder, and although the writer has known models that would keep before the wind without being steered, those models had no ability on other points of sailing. Most modern models are fitted with an automatic steering gear which is operated by the wind pressure on the sails, but the particular model may have only a rudder of the type that swings across. This steers according to the amount the model heels over with the wind, and would have little effect in a powerful model that stood upright when the sails were trimmed square to the boat. Neither does this form of rudder allow the exercise of skill, and therefore the model is in no wise as interesting to sail as one fitted with a steering gear. Even if you have an assortment of rudders it becomes more or less a matter of guessing the strength of wind that will prevail during the course, whilst with a steering gear operated by the sails it depends upon the correct adjustment of the gear and trim of sails whether the boat maintains her course. There are several types of steering gear operated The principle upon which the boat is made to by the sails. One is a plain tiller with a series of holes drilled along it to receive the hooks attached tack is really to give her more inclination for one to the steering lines, the tiller being brought amid- particular tack than the other. If, therefore, some arrangement is introduced on one tack only to haul the mainsail closer than was found to give her best windward performance, the model will become ships by means of an elastic line. The amount of helm is regulated by the tension of the elastic line and the distance from the rudder-head at which the pull is arranged. Another form of steering is February 1931 The Model the well-known Braine gear, which consists of a quadrant attached to the rudder head, the quadrant having a tail-piece to which a similar elastic line is attached for bringing the rudder amidships. This form of steering is mechanically better in its operation, and has not varied in its form except slight improvement in shape of quadrant since its inventor first introduced it. The details of steering gears have previously been fully dealt with in these columns, and the importance of perfect fitting and arrangement of pulleys pointed out. It is, therefore, only necessary here to deal with its manipulation. The amount of helm is governed apart from the wind pressure on the sails by the tension of the centring line and the lever arm formed by the dis- tance of pull from the rudder head. In order that the steering shall be as sensitive as possible it is necessary to arrange the tension so that it is as delicate as is practicable. It is required that the Yachtsman. 219 It will be noticed that hard pufis may be more ahead than the steady wind, and by arranging thatthe boat has a tendency to luff during these harder puffs you will maintain the course. The harder puffs may, however, be noted to come freer than the general direction of the wind, in which case you can arrange that the model either is sailing a little wide, allowing for these free puffs to bring her on to the course again, or you can arrange that she gets excessive helm during the harder wind. The latter is obtained by having greater leverage of pull with a tighter tension. Much the same amount of helm will then be obtained during the steady wind, but the greater leverage will give an increasing helm during the hard puff. In the case where the harder puffs are heading the model away, less leverage will allow the model to head up more than would be necessary if the wind was steady. If you were aboard the boat, however, the correct procedure would be to retrim rudder shall start working with the slightest air of the sails ; wind upon the mainsail, and then arrange the leverage to the amount necessary to keep the sails drawing. If the tension is too tight the model will perhaps start to luff, and by doing so the pressure on the mainsail will immediately be reduced and the gear will not continue to work at all. such palliatives have to be resorted to. If the model tends to get too far off the wind, the amount of leverage on the quadrant or tiller (as the case may be) must be reduced. The line that It may, however, be that wind is excessively erratic is out of action should be at the extreme pulling position, so that if the yacht gibes on to the wrong tack the excessive helm thus obtained will gibe her on to the course again. It must be remembered that if the mainsail is hauled closer, the power of the sail is increased as regards to its pull upon the running sheets, and the greater amount of helm thus obtained may discount the effect of closer hauling the sail. It may even increase the amount of helm so much that the boat will actually be more off the wind than before the mainsail was retrimmed. A little practice will, however, soon teach what is required, but the main principle to be remembered is that the angle of the sails should be set for the course and the helm used only to keep them drawing correctly. Sailing with the wind square to the course is known as reaching, and the sails are set just slightly closer than half a right-angle with the centre fore-and-aft line of the model. A very slight amount of helm will be needed if the sails are correctly trimmed. It will perhaps be found, however, that the tension will need to be slightly stronger on this point of sailing than was found necessary when the wind was dead aft. As skill in sailing advances, you will find that you can make allowances for the varying changes of wind caused by the surrounding obstacles that generally exist near ponds and which cause the model to be erratic. but as this is impossible with the model, The fascination of model sailing increases with increasing ability to make the model obey your wishes, but the main trouble of the beginner is to know exactly what is happening. Unsatisfactory performance may be the outcome of a faulty model. upon the available water, or it may be that the model yachtsman incorrectly diagnoses the cause of unsatisfactory performance. It should, therefore, be desirable to first test the model on a water where the winds are steady. If under these conditions the model sails well, a careful observance of her performance, together with a study of the foregoing, will enable the best results to be obtained at the main venue. If, however, the model is erratic under steady sailing conditions, nothing but the elimination of her faults will give satisfaction. To deal with the question of cause and effect in yacht design is outside the scope of this article, and, moreover, it has already been a subject of articles in these columns. If the beginner studies these matters thoroughly, he will not only find greater interest in model sailing, but will find the intense fascination of yacht design. It is here that the major enjoyment from the sport will be found. 2 20 The THE Model MOUNTS February 1931 Yachtsman. BAY LUGGERS. Part III. AM halyards, sheets, etc., made fast to cleats, as there were no pin racks in a Mounts Bay boat. The fore sheets were two in number,one on each side so that when dipping, the sneet was unhooked from the clew of the sail and as it came round the mast the other sheet was hooked on. The foresheet consisted of two single blocks, one of which was hooked into a small iron bumkin usually called ‘Bolts’ about 5 inches to 9 inches long projecting at right angles from the side. The block at the upper end of the sheet was long and narrow, and fitted with a swivel hook. The sheet was spliced to the tail of this block, then led through the lower block, up to the block on the clew and back to a sheave in the bulwark and so to a cleat on one of the timberheads under the bulwarks. The mizzen was supported in a fore-and-aft direction by the jumpstay. This was fitted with a tackle consisting of a double block and a single block below it. The latter was hooked into an eyebolt in the deck amidships. The fall of the tackle was passed through the eye of the hook and fastened above with two half hitches. There was no cleat as the eye was in the deck. The mizzen halyards consisted of the tye and halyards, and they came down abreast of the mast, not like the fore halyards which came aft of the foremast. The halyards consisted of a double and a single block. Unlike the foresail which was dipped, the mizzen was always set on the port side of the mast, but the topsail on the lee side, so that frequently the mizzen was to port and the topsail to starboard. Immediately before tacking, the topsail was taken in, unbent from halyards and sheet. After the boat was about, the sail was re-bent on the other side which was now the leeward, and re-hoisted. The after mooring cleats were close to the halyards so that in belaying the halyard on the windward one the mast was stayed athwartship. These mooring cleats were under the bulwarks from stanchion to stanchion, and were on each side of the boat, both forward and aft. They were used for buoy ropes, warps, belaying the jolly-boat’s painter, etc. The backstay on the single blocks. mizzen consisted of spliced into it. This block formed the outer block of the mizzen shoet. The inner block was a single one hooked to an eye outside the bulwarks. The sheet led from the tail of the outer block through the inner block back through the outer block, the fall leading inboard along the top of the outrigger and belaying to a cleat fixed on it. The eye for the pinnate on the jinny boom consisted of a reef eye seized to it. The mizzen tack was sometimes secured by a hook bolted through the mast, otherwise there was merely a piece of chain round the mast which jammed as soon as the strain of the sail came on it. Both the fore and mizzen types were of chain and went through sheaves in the masts. The mizzen halyard sheave was set askew to port on the after side as the sail was always set to port. The mizzen topsail halyards when not in use were twisted round the mizzen backstay. They consisted of a single double ended rope led through a thwartships sheave in the mast which enabled the sail to be hoisted either side. The halyards were made fast to the topsail yard with what is known as an anchor bend (a round turn and two _half-hitches, the first of which is carried round the standing part and under the round turn also, the second being round the standing part only). |The topsail sheet bent to the topsail jinny boom with a similar hitch. The slinging of the yard would have to be shifted according to whether the mainsail was wet or dry. Quite a small difference in the position of slinging would alter the set of the sail. The tack rope belayed to the reef cringle in the boltrope of the mizzen. The tack line belayed with a round turn and two half-hitches. It was the exact length without any spare rope. The topsail sheet led either through an eye seized on top of the mizzen-yard, an alternative fitting being a cleat seized or nailed on to the side of the yard. The sheet belayed to the mizzen tack-hook on the port side. The tack line sometimes had a fairly large eye spliced into it, other boats having a single block. The tack was rove through this and ran up over it. In hoisting the sail was first hauled up to the pole head chock-ablock and halyards set up. It was then sheeted home and the tack was finally hauled down. two The mizzen sheet consisted of a single part known as the ‘pinnate’ and a purchase, the latter being known as the ‘sheets.’ The pinnate was fitted with a By. H. O. Hitt. curious form of double 8S hook which hooked on to the eye on the jinny boom. It then led through a block,single block at the end of the outrigger and its inner end hada single block When the mizzen topsail was set, a bowline was often used in conjunction with it, This was one of the most curious and characteristic pieces of gear on these craft. A sort of bridle was spliced into the luff rope of the sail, the ends of this being about equally spaced. The bowline itself had a cringle spliced into its upper end. The bridle was February 1931 The Model Yachtsman. 221 _ 7A FISH ROOM bee: ee fas-ao& CAPSTAN Scuttte FORE MAST O° NET ROOM SBN Hew COMPANION “s» \ MAST MIZZEN % a) ey =I ~~ THE MOUNTS BAY 977s Lid LSPS | – & a 3 5 7, T r, |r| 1 | j | ! } ‘ i \ I | ; | | ye ety 2 7 tpn god cneey = — $14 teh sono i pone cial date | | gd yeh y [¢] : LB pepe acges pp phend ord 73 7g <_ z ww z SF big CuTTDD Layo f oe SS SS ‘ ong das 2 NM ZPry ———— inserts ear ae aie ; & pel aD eaemapsa ir wneo wes yrs Po NDPOF on promod 6 aye prebrag = ; | 1 US = Further details of ‘‘Helen’s’’ Plant. = pe)S 5 —_ oS fund es © rh si : Ns oe er SA SVQ } 5 LS Jo) =| ; kos F 8 | | 9 Wy ay wy a. %/- o off ade of Oak < at mad | RN | | | represent Bedplate re Engrne and. Borler Bearers Fig 46 yl i z 2g a te Dotted Zanes, \ ae L ‘a ys oo be Shaved down lo fet | in \_- aa ee | | ; i eT) 2 latfe ad | i “UBUIS}YIV XR lepoy euL i ran TE st aN, (oeror es prea | ! | th cae iY) P °y ott Wa = ue Se > ky Brass / tt ¢— 3 Bilge Fyector fi t0 Sheet N27 3 Ek, | Nov ke x 3 Feed. Vifes, Sersavtd om anal Screwe £des 407, d Feed ByelassVatlre 49 AEF “here C6G = + Vans 926 The Model # hee spring meetings of the Scottish Clubs will soon be due, and already some of us are won- dering what will be the best provision to make for the coming season. The writer has just had a chat with the Secretary of the S.M.Y.A., and the old topic of the best sailing water for the annual championship came up. As is well known, this matter is now before the Committee, and Scottish model yachtsmen are eagerly waiting the result of their deliberations. for the coming season, and it will be interesting to watch them perform against their rivals of the West of Scotland when the M.Y.A. 12-metres Championship comes off. Mr. Jones of the Gourock Club had a promising craft finished last year, but was not tuned up in time for the race at Port Glasgow. No doubt she will come forward this year and make her bid for the cup which ** Thelma” has kept a grip of ever since the race came to Scotland. The deal 1930 season gave our sailing men a good of food for reflection in this matter. It is hardly possible to find a more unsuitable pond for championship racing than that at Elder Park. One has only to pay a visit to the Govan Club to see how hopeless conditions are for such craft as 12-metres. The pond is far too small, and has a ledge about 15 inches width, just awash all round. To make things worse, trees, densely planted within nine or ten feet of the water, completely encircle the bank. The Scottish A-Class M.Y.C. are also making an effort to obtain suitable sailing waters. It is to be hoped that this Club will be successful, — + rh ew em aan Pe yes ra ee gees gh Po cet a Boe rasow re a February 1931 Yachtsman. Mr. Dick of Gourock has also designed a metres for M.Y.C. 12- J. W. Johnson, of the West of Scotland This will be most interesting to watch during the coming season as her club mates are rather hard nuts to crack on their own water. Moreover, J. A. Stewart hopes to put in a new Daniel’s designed and built 12 early this year. ““Hinba,” the 1925 Daniel’s boat, has also been altered in many respects, and is expected to do well for herself in Scotland again this year. One is tempted to ask why this spate in 12-metres this year. Last year it almost seemed as if the class had seen its best days, and was gradually dying out. Now we have in two clubs alone seven and be the means of placing a good stretch of water at the disposal of the parent bodies for their entirely new craft, and one very much reconditioned. Would-be builders who cannot get a good design annual championship regattas. Up to the present the dam at Port Glasgow is easily the best stretch will be interested to know that there is a strong of water in any wind that is blowing. Scottish model yachtsmen are not very keen on travelling any distance, and this is one of the main reasons why some of the fine lochs, to be seen when motoring, have not been tried. There is one fact which we must accept, and that is, if the loch is to be of any reasonable size, wading will have to Scottish builders will be pleased to hear this as the devotees of the class have not been catered for by our designers up to the present. The writer has been in touch with the Commodore of the S.M.Y.A., and has had a full account of the Paisley M.Y.C. Annual Social. It is the best he has ever been to, and this is what he says :— be part of the game. Most of our enthusiasts possibility of a first-class 12-metres design appearing in these pages at some future date. No doubt our have been spoiled in this respect, as living within the city area, they have, all their lives, been used to an artificial bank and a number of other conveniences We have come to the end of a long list of Scottish clubs as the venue of our annual championships, and there is positively no reason why some of these outlying lochs or dams should not be used for these events. The very fact that they would be neutral should be an advantage. Let us hope that the Committee of the S.M.Y.A. have something interesting to tell us at this month’s meeting. The -writer has further news about some of the 12’s which were mentioned in these notes last month. The Gourock M.Y.C. have three new ones Patstey M.Y.C. ANNUAL GATHERING. “I had the pleasure of attending the Annual Social and Distribution of Prizes by the Paisley Club on Saturday, 13th December, and spent one of the most enjoyable evenings imaginable. The whole affair was carried out on a scale rarely met with in connection with the Sport, and reflected the greatest credit on the Club, and it’s organising officials. The unfortunate absence of the popular Commodore, Mr. Hutchison, who has been seriously ill, but is now, I understand, happily progressing to complete recovery, just prevented the function being absolutely ideal. “The collection of prizes won by Members was unusually large, and obviously, the Paisley Club is advancing at a great rate. It is, furthermore, a healthy progression. I was much struck by the very evident success of the Junior Section conducted by the Club. I am afraid that this is a development somewhat neglected in Scotland, and it is good to find at least one Club which realises the value of training and bringing forward the youth upon which the Sport will depend when we of an older generation have relinquished the erials, and cares, and triumphs of our little day. ~* Vice-Commodore R. Russell, who presided, made the interesting announcement that Mr. Hutchison was very generously offering a Trophy to go with the 6-metre 13”=1’ Class Championship. I had pleasure in gratefully accepting this kind offer on behalf of the Scottish M.Y. Association, and | trust that it’s advent will lead to still further increased interest in the Class, and will add to the keen enjoyment of the annual competition for championship honours. ~The Musical Items on the programme were greatly enjoyed, and were all of a standard con- siderably higher than similar gatherings. is ordinarily provided at “On the whole the Paisley Club have my sincere congratulations and thanks for an evening that will live long in my memory. As my Young Rascal, who carried away the Whist Prize said: * A rare night to look forward to again!’ ”’ THE SCOTTISH COMMODORE. oa ‘“‘TEST’’ CASEIN GLUE. We recently tried out this new make of coldwater glue with very satisfactory results. Several pieces of pine were glued-up and cramped together in the usual manner employed when building a bread-and-butter hull. After the glue had _ set, these were tested, with the result that in every case the glued joint proved stronger than the surrounding wood. Casein glue is the most reliable glue for model yacht building, as it is waterproof, and accordingly dispenses with the necessity of sewing joined with copper wire, as was necessary when Scotch glue or any other non-waterproof glue was used. “Test” glue is more finely ground than most casein glues, and is consequently easy to mix into a smooth paste. 227 The Model Yachtsman. February 1931 Like all casein glues, ‘* Test” will stain wood, and if it is used on work which is to be varnished, this is a disadvantage. We understand, however, that this stain can be entirely eradicated by the use of a weak solution of oxalic acid. This glue is supplied in small tins containing approximately 2 0z., which is a convenient size for the amateur builder. Sample tins can be had by post from ‘Mr. J. Trevor, 326, London, N.W.2, for 8d. post free. Dollis Hill Lane, The Club held its Annual General Meeting at the Clubhouse on January 10, with the outgoing Commodore, Mr. W. Bliss, in the chair. In his opening remarks the Chairman congratulated the members on the results of Jast season, in particular naming Mr. H. G. Howard, who topped the Club averages, and Mr. W. Kingsmill, winner of the National 10-rater Championship, who had also, by three consecutive wins, now won the M.Y.A. Scrutton Cup outright. The financial position revealed by the Hon. Secretary was very satisfactory, as, in spite of heavy expenditure, the club was able to carry forward a substantially increased balance. Election of officers resulted: President, J. Herbert Serutton, Esq., Vice-Presidents, Messrs. J. E. Cooper, J. Hale, C. E. Hodges and D. Nicholl; Commodore, Mr. H. G. Howard; Vice-Commodore, Mr. W. Bliss; Hon. Treasurer, Mr. G. C. Marett ; Hon. Secretary, Mr. H. W. Apling; Asst. Hon. Secretary, Mr. Leslie Apling; Flag Officer and Steward, Mr. W. R. Johnson ; Deputy Flag Officer, Mr. W. J. Hutchinson; Rating Masters, Messrs. J. Gow and J. A. Hunt. A vote of thanks was passed to the retiring officers. A members on resolution of regret was passed hearing of the death of Mr. by W. J. Wheeler, a late Vice-President of the Club. The Hon. Secretary reported to the members the position with regard to the Knight 10-metres Cup. This had been surrendered to the Club by the Model Yachting Association when the 10-metres was discontinued as a recognised class. It was decided that in future the cup should be known as the Knight 10-rater Open Cup, and be put up for competition by that class. Cups and prizes were then presented to their respective winners: Mr. H. G. Howard, Club Championship Cup and emblem, Victory Bowl, Vice-Commodore’s prize and Mr, J. E. Cooper’s first prize. Mr. J. E. Cooper, Knight Cup, Noble Cup and replica, also the Coronation Cup won in conjunction with Mr. W. Kingsmill. Mr. H. W. Apling, Hall Cup. Mr. Leslie Apling, F.G.M.Y.C. Cup and Nicholl Cup and prize. Mr. C. J. Jerram received Mr. R. Edmonds’s first prize and Mr. R. 8. Harrison second prize. Mr. Howard also received Mr. R. H. Ellwood’s first prize and Mr.J. E. Cooper received his further prize. Mr. C. E. Hodges received Mrs. Johnson’s*first prize, Mr. Leslie Apling second, and Mr. R. Edmonds third. The Commodore’s first prize for the ‘‘ Mystery ’’ Race went to Mr. Hutchinson and the second to Mr. Hodges. Mr. E. Johnson received Mr. Cooper’s second prize ; Dr. Eame’s prize went to Mr. Jerram, and Mr. E. Smith’s Cup to Mr. Howard. Other prizes and certificates were also presented. A system of handicapping was discussed and decided upon for next season. It was announced that Mr. E. P. Bird had purchased the A-class model **‘ Queen Bee” and had her re-fitted by Mr. W. J. Daniels. Her new owner intended to enter her under the F.G.M.Y.C. colours for the British Championship at Gosport next August. H. W. A. February 1931 The Model Yachtsman. 228 PU) Designed by K. Grane, J IN SE, A-Class Model Aalsund. Norway. Body Plan. WA PROSPECTIVE FEATURES. We are pleased to be able to announce that we have secured for publication in our April and May numbers a magnificent article on the celebrated Clipper Ship ‘James Baines” by Mr. Geo. B. Douglas, (165, Summit Avenue, Upper Montclair, N.J.) This article is illustrated by most complete plans of the ship, giving the lines, deckplan, and sail and rigging plan. We have also secured for publication the lines of the London Missionary Society’s Staysail Schooner, ** John Williams V.” It is interesting to note that whilst this vessel proved very satisfactory closehauled, she was not so good off the wind and it was found necessary to alter her rig by increasing the size of the spanker and fitting a square topsail on the foremast. We have been promised the lines of a 12-metres model from the board of a well-known Scottish Scale: One-quarter of Full-size. designer. We hope to be able to publish these early in our next volume. _ Attention of readers is drawn to the little 30-inch l.o.a. model “‘Atalanta”’ which has been added to our list of blue-print designs for sale. Her lines were taken from those of the celebrated A-class yacht, ‘Frolic,’ designed by Mr. J. G. Feltwell. The original “Atalanta’’ was reduced from ‘‘Frolic’s” lines and built by Major G. B. Lee for his own use. She proved a very good little boat and her lines can be confidently recommended to small-boat builders as producing a pretty and able little craft. * *£ * * K K K * We hear that during one of the recent cold spells, a certain model yachtsman arrived at his clubhouse with a pair of skates in one hand and a new boat in the other. There is nothing like being prepared for all eventualities! Unfortunately there was ice but not thick enough to bear, and a suggestion to fit the skates to the boat was not well received ! Supplement to The Model Yachtsman. A-CLASS MODEL. Designed by K. Grane, Aalsund, Norway. – ak 5 I T Sogek 2 TM (ae —— — 2 ta Pt ~ —, —- —+—+—F-—E — y J – p YF YT HH Ba 2 a 2 head 3042 SRS 1 a SSRs + ae LL a fee] + tikes as ——_] : Mh7 Ss kop They Sy | ee ». ea aPV ouaacant ‘ I ‘ i ‘ ‘ ‘ 77 Mitre gf arse y cores —b Our design shows a powerful boat of the semi-fin type so popular in the On a L.W.L. of 47°25 ins., she has a displacement of 42°74 lbs., and carries 30 lbs. of lead. It should, however, be quite possible to build somewhat lighter and get about 2 Ibs. more lead. This is an interesting design and the U.S.A. boat should sail well. February 1931 | To face page 228 Scale: One-sixth of Full-size. a Storr te i eer ea 4 ae ad ee oe pare yy & ss Lwi a ae a — es a M5. eee + yea See SS ae ot Pe 7” Z\ioams —< a eh s we + = * WLiseotd _ Seat A Seye SL Gi — el ees — — = 4 Z 0 Clase A rede, ‘oe Pating formula Aap ——_—_—=—., od a Pad Aitasions: as a aoe,