The Model Yachtsman: Volume 3, Number 6 – September 1930

Special THE MODERN THE SAIL CLIPPER TUNING UP A GOSPORT PLANS SHIP by REGATTA T. HARRISON “LIGHTNING,” RACING WORK Features by MODEL W. J. by DICK FOR BUTLER DEADEYE COMPETITION DANIELS SPECIAL SHOW NUMBER WITH PHOTOGRAPHIC SUPPLEMENT PRICE GOLDEN HOUSE, NINEPENCE GREAT LONDON, PULTENEY W.1I. STREET, September 1930 The Model, Yachtsman. “f SAILS of Best Union Silk in 3 Grades SALES AND WANTS. Flags & Pennants Advertisements are inserted in these colurmneat the rate of One Penny per word; minimum charge for advertisement One Shilling. Single ictiers or figures are charged as words, and a@ compound word as two words, name and address are charged for. The any size and design. advertisers A charge of 64, extra to cover postages is made for Box” Replies, care of these offices, The following words must appear at the end of advertisement; ‘“Moa—, ‘Model SAIL CLOTH Yaehtsman” Offices, for which usual rate per word will be charged. (Advertisers need not include our full address). 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Sparke, Grange Cresent, Grange Hill, Chigwell, Essex, A-CLASS, “ELENA.”* Sail box, etc. 6-METRES, “AILSA.” Model Mahogany planking, 4 suits, Can be viewed, London. Successful model, Also and Offers Yacht Repair Fit-out Service. to Stewart, 104, Cheapside Street, Glasgow. Spars :: Fittings :: – Sails Steering-Gears & Accessories Model Yachting Association If you are interested in Model Yachting and wish to help the Association to increase its activities, become Member. an for all Individual ‘‘Model Yachtsman’’ Prize Annual Subscription 10s. 6d. and other designs. Big strides have been made during the past few years owing to Clubs appreciating the work done and joining the Association. Old estublished Clubs not yet affiliated and Clubs now being formed are invited to write for particulars or send in their application for affiliation to: TO Send Sec. Model Yachting Association, 151, Lichfield Grove, Finchley, London, N.3. ONLY!! Workshops: C. N. FORGE, Hon. ORDER stamp for price List. 237, Goldhawk Road, . London, W.12 ETE. MODEL RACH TSMAN f managed to scrape home by half a boat’s length. About four o’clock the wind fell lighter and after backing to the South, veered again and blew dead down the pond. In the lightening wind, all the somewhat under-canvassed. The were boats scoring during the afternoon was :—* Albion ”’ 33, ‘** Yankee Doodle ” 25, “‘ Argo’ 15, “ Hortensia ” 5. This made the position: ‘‘ Albion” 49, “‘ Yankee Doodle’ 35, “ Argo”’ 25, “ Hortensia”’ 11. In the evening a dinner was held at the Crown Hotel, Gosport, at which the Mayor of Gosport entertained the International Competitors and Officials of the Model Yachting Association. During the evening a good musical programme was provided, which was interspersed with several excellent speeches. Racing was resumed on Monday, August 4, at 10.30 a.m. The wind was W.S.W. blowing dead down the pond, and was even harder than on the first day. All competitors carried their second suits except “ Hortensia,” which sported her third. In the beat back of the second heat, ‘“‘ Yankee Doodle”? gained a good lead over “ Hortensia,” but found the wind lighter at the top end of the pond and fell away badly, with the result that the Belgian yacht won nicely. In the third heat ‘ Hortensia” and “ Albion ” had a terrific tussle on the run down wind, and it was anyone’s race until the last yard or so, when the Belgian boat managed to draw out and win by a bare foot. Tremendous squalls were coming down the lake when the next pair got away for the September 1930 The Model Yachtsman. 107 run, but the French boat sailed a splendidly steady course and beat “ Yankee Doodle” comfortably. On the beat back a heavy squall struck the first pair as they started, and the Belgian boat carried away her jib-sheet a couple of yards from the start. Although he was entitled to continue the board and sail over for the points, Mr. Daniels very sportingly brought ** Albion’ back and gave the Belgian a re-sail. A few boards later away her jib-sheet * Hortensia’’ took ‘‘ Yankee Doodle” carried half-way up the pond and the points. The Belgian boat had been tuning up over the week-end and the result was very apparent on Monday, as she was going excellently and pulled up rapidly on “ Argo”, only making one point less than “ Yankee Doodle” in the morning. The morning’s scoring was :—‘ Albion” 24, “Yankee Doodle ” 14, ‘* Hortensia ” 13, “‘ Argo ”’ 9. This made the positions :—‘* Albion ”’ 73, ‘* Yankee Doodle” 49, “* Argo” 34, ‘‘ Hortensia’’ 24. The American boat lying second was then equal to * Albion’s” score for the first day. **Yankee Doodle II,’’ (U.S.A.), slips through ‘*Argo’s’’ lee. In the afternoon the wind was not quite so heavy and squalls were less frequent. In the first board of the afternoon the French boat set her spinnaker with good effect, but in a subsequent run it materially impeded American boat, her. In a “* Hortensia’s’’ beat against the mate put the boat off without the gye, and she sailed across the line whilst the American boat came roaring up half the length of the pond and passed her. This mistake cost ‘“Hortensia” three certain points and prevented her being second top scorer on the day’s racing. The afternoon’s scores were :—‘‘ Albion” 28, * Yankee Doodle ”’ 13, “* Hortensia *’ 12, “* Argo” 7. This made the positions :—‘* Albion ” 101, ** Yankee Doodle”? 62, ** Argo II” 41, * Hortensia IV” 36. It was then obvious that, barring accidents, the British boat was sure to win. The final day of the races was Tuesday, August 5. There was a moderate southerly breeze, and for the first time, competitors were able to carry their full canvas. All used spinnakers on the first run, but the wind backing set them all to the lee shore. A few boards later the wind backed still further and lightened, giving a reach each way. Frequent wind shifts kept all the skippers guessing, and most of them got up under the weather bank. In a southerly wind it is fatal to get under the weather bank at Gosport, as there is an almost flat calm in the lee of the seawall. During the morning repeated rain squalls made conditions unpleasant, also the wind gradually fell. A torrential downpour about 12.30 p.m. hastened the lunch interval. – ‘“‘Hortensia IV,’’ (Belgium), to windward of ‘*Yankee Doodle.’’ The scores for the morning were :—“‘ Albion ” 16, “ Argo” 8, “* Yankee Doodle” 7, “‘ Hortensia”’ 4. This made the positions :—‘‘ Albion ” 117, ‘* Yankee Doodle” 69, “Argo”? 49, “‘ Hortesnia” 40. It will be noticed that if “ Albion” had gained one more point, she would then have been equal to the combined scores of her next two competitors. 108 The Model Yachtsman. SE STE $eveer e 2 2 er rarer In the afternoon the wind was a light southerly which suddenly flew round to S.E. The skipper of the American yacht was the first to spot this, and he gained a well-merited board thereby. Two heats from the finish, the wind died away and then sprang up fitfully from the N.E. In the catspaws, the boats all made slow progress, but *“Yankee Doodle” showed to advantage, par- ticularly in a most remarkable ghost to windward. There was almost a glass calm for the last board, but presently a light northerly air sprang up. Just as the last pair were coming in, this dropped again and it commenced to pour with rain. The match was, however, finished with the exception of three resails, which could make no possible difference to the results. By mutual consent the points for these were accordingly halved. a. = = ee , Ssa In the light reaching winds of the afternoon, the American and French boats had showed up better, and the afternoon scoring was :—‘ Albion” 28, “Argo” 244, “Yankee Doodle” 203, “* Hortensia ” 11. This made the final scores :—** Albion ”’ (Britain) 145, “* Yankee Doodle IT” (U.S.A.) 904, “ Argo IT” (France) 733, ‘‘ Hortensia [IV ~ (Belgium) 51. This gave “Albion” her second consecutive victory, but as she has changed owners, her previous win does not count towards winning the Yachting Monthly Cup outright. The 0.0.D. for the International Races was Mr. E. E. Marshall, who had the able assistance of Captain Lazell as Assistant O.0.D. Mr. A. J. Hugo once more resumed his old position as Umpire on the bridge. The other Umpires were Pay-Lt.-Cdr. W. F. Behenna, Mr. T. Willey and Mr. J. G. Feltwell. Messrs. H. G. Pyne and Carpenter acted as starters and _ scorers. At the conclusion of the racing, the result was announced by Mr. E. E. Marshall, the O.0.D., and Alderman Lapthorn, in the absence of the Mayoress, asked Mrs. H. B. Tucker to present the celebrated Yachting Monthly Cup, which forms the International Trophy, to Mr. L. F. Rudd, owner of ** Albion.” OUR SUPPLEMENT. The photograph which forms our supplement is obviously posed as the boats are always sailed in pairs. At the same time it gives an excellent idea of ihe boats and also of the western end of the lake at Gosport. From left to right: Messrs. W. J. Daniels and A. Spraggs with ‘* Albion,’’ Mons. de September 1930 SOME NOTES ON THE INTERNATIONAL COMPETITORS. The principal dimensions and particulars of the International competitors are :— ** Albion.” Owner L. F. Rudd, Y.M. 6-m.0O.A. Designer and Builder, W. J. Daniels. L.O.A. 75.5”. L.W.L. 47.52”. Beam on L.W.L. 13.6’. Q.B. Penalty 0. 61”. Draught 11.3”. Displacement 40.4 Ibs. S.A. 1,825 sq. ins. Rating 39.33”. * Yankee Doodle Il.” Owner 8. H. Cox, Cleveland M.Y.C. Designer 8. H. Cox. Builder E. A. Bull. L.O.A. 76”. L.W.L. 49.5″. Beam on L.W.L. 12.5”. Q.B. Penalty, Nil. Draught 11.25”. Displacement 47.3 lbs. S.A. 1,832 sq. ins. Rating 39.36”, “ Argo II.” Owner R. Authenac, Paris M.Y.C. Designer and Builder R. Authenac. L.O.A. 72”. L.W.L. 48.75”. Beam on L.W.L. 12.4”. Penalty 0.58”. Draught 10.88”. Displacement 42.75 lbs. S.A. 1,747 sq. ins. Rating 39.1. **Hortensia IV.’ Owner O. de Wachter, Antwerp M.Y.C. Designer G. Heydt. Builder O. de Wachter. L.O.A. 73”. L.W.L. 48.1”. Beam on L.W.L. 13.66”. Penalty 1.0’. Draught 10.9”. Displacement 40.895 lbs. S.A. 1,747 sq. ins. Rating 38.88”. The British representative “Albion” is a typical Daniels boat and a very beautifully modelled hull. Her best point of sailing is to windward, and though she revels in a hard breeze, she is no laggard in light weather. She has a very pretty action and throws a beautiful wave. The American craft did not appear to be wellbalanced, and the greatest section seemed to be too far aft. The section is a curious one that reminds one of the 1830 Rule “ Genesta.”” As we expected, her best performance was given in very light airs when she ghosted up the pond in a remarkable manner. “Argo” is last year’s boat with a new keel. She has been altered and greatly improved. She is rather wide on the quarters, and her ends just below the waterline are curiously full. The Belgian boat is a very pretty hull, but she appeared to want to be put down in the water as she is rather “ corky,” and she might also be improved by putting slightly by the stern. She was not fitted with an adjustable mast step and therefore, her skipper was handicapped in tuning up. The British representative was the only bread- and-butter built boat, the others being planked. The American boat in particular was a very wonderful example of planking. She was close timbered —about 1)” centres—and very lightly planked. The hull and gear weighs only 103 1bs., so that she carries 36} lbs. of lead. This is one of the best ‘‘ Hortensia,’ Mons. planked hulls we have ever seen-and her builder Sottas (standing), Mr. Steinberger and M. Authenac with “Argo II,’ Messrs. Weaver and Cox with is heartily to be congratulated on his work. ** Yankee Doodle” is far from being an easy boat to sail and her skipper handled her excellently. Watcher and J. Jurd with « Yankee Doodle II.” September 1930 The Model Yachtsman. 109 Although this year the British boat won by a larger margin than for several years past, there is no doubt that generally speaking the competition in the event was closer than ever befcre. All the foreign boats were good, and the handling much better than in previous years. Racing was far closer than the scores would indicate, as many of the boards were won by inches only. Every boat in the competition was dangerous, and had the weather been lighter the scores would have been closer. Altogether the racing was very satisfactory, as every boat was in the picture from start to finish. For the 1931 event we hope to see a bigger field, and if the competitors are as good or better than this year, Britain will indeed have to look to her laurels. BA 15 Id od GOSPORT REGATTA FUND. Model yachtsmen responded very generously to the Model Yachting Association’s appeal for this fund, and the following donations were received :— J. Herbert Scrutton, Esq., £10 10s.; V. V. Graae, ‘*Argo II’’ (France), full and bye. Esq., £10 ; Ald. E. W. Lapthorn, J.P., £5 ; Anon, £5 ; *Gosport Council of Commerce, £3 3s.; J. G. Feltwell, Esq., £3 3s.; R. A. Leckie, Esq., £3; M..Carpenter, Esq., £2 15s.; Birkenhead M.Y.C., £2 lls. 6d.; H. Averay Jones, Esq., £2 2s.; P. A. Watney, Esq., £2 2s.; Major Piggott, £2 2s. ; L. Rudd, Esq., £2 2s.; Surbiton M.Y.C., £2 2s.; {THE MODEL YACHTSMAN, £2 2s.; Anon, £2 2s.; W. Hutchison, Esq., £2; Dr. V. Stock, £1 ls.; Pay Lt.-Cdr. W. F. Behenna, £1 ls. ; Bristol M.Y.C., £1 1s.; A. Reed, Esq., £1; W. J. Daniels, Esq., £1; Admiral O. F. Gillett, £1; C. Livingston, Esq., £1; A. J. Hugo, Esq., £1; P. Paul, Esq., £1; D. McPherson, Esq., 10s. 6d. ; G. S. Horton, Esq., 10s.; W. A. Cains, Esq., 10s. ; J. A. Stewart, Esq., 10s. ; C. E. Pilcher, Esq., 10s. ; L. A. Weston, Esq., 10s. ; H. Cuthbert Paine, Esq., 10s.; F. C. Tansley, Esq., 5s.; H. Garland, Esq., 5s.—Total £75. *Cheque value £3 3s. Od., to be expended in Gosport shops. {Voucher for books to value of £2 2s. Od. A crowd of some thousands watched the International Races. A CORRECTHTON. In Mr. C. 8. Cowper Essex’s interesting letter on Hydroplanes—Model and Prototype, which appeared in our last issue, we regret that there was a misprint on page 100. In the first column in quoting Froud’s law of comparative speeds the square root signs were omitted from the second half of the equation, which should have read Vv Vv V/L ‘aegd THE MODEL ENGINEER EXHIBITION. This annual event is being held at the Royal Horticultural Hall, Westminster, from September 4—13 inclusive. There will be an excellent display of all types of marine models including sailing yachts, steamers, power boats and ships. All model marine enthusiasts will find this Exhibition of engrossing interest. 110 September 1930 The Model Yachtsman.. asWa {INTERNATIONALU meope) A CM SO S as G N cl an r cw ra : O/ WOTEES) HpTUCKEN i i.M.¥.R.A aa aol RAR HE ILM.Y.R.A. held its first meeting on August 1, 1927, andthe Third Annual Meeting of the International Council was held at the Crown Hotel, Gosport on August | this year. The Meeting was attended by the following delegates :—Messrs. Joseph Weavar and C. H. Cox (U.S.A.), and Messieurs J. Sottas and R. Authenac (France), M. de Wachter (Belgium), and Messrs. H. B. Tucker and W. J. Daniels (Britain). Messrs. S. Wirrall and Ottakar Steinberger were also present in the capacity of interpreters. The Chair was taken by Mr. C. H. Cox. The first business attended to was the settlement of final details of the International Regatta which commenced the following day. After this the usual routine business was transacted and the Hon. Secretary stated that it was now necessary to print a fresh supply of Rating Certificates for the A-class and asked how many copies each country would require. It was decided that the British methods of taking the Measurements of A-class models should be adopted with two additions. The specific gravity of the salt water used in the tank was to be taken by hydrometer and be that prescribed in the B.O.T. Tables in accordance with the actual temperature of the water. The second difference was in the method of moving the model] forward onto the knife edge of the L.W.L. finder. The ordinary method has been to move the model forward by hand until she grounds on the knife edge and then hold her in position by hand whilst the overhang is read off the rule. In future a screweye is to be put into the top edge of the tank on either side. Through these, threads are passed which have a small weight on the end dependant outside the tank. The weights can be one or two ounces at most. The inner end of the threads are made fast on the boats deck in such fashion that the boat is gently pulled forward by the weights to the point when she grounds on the knife edge. In this manner all possibility of human fallibility is eliminated as far as taking the L.W.L. is concerned. a ae a The question of the establishment of a B-class was again discussed. It was considered that it was unnecessary to have an International B-class as there was no prospect of competition, and moreover that a second class would only divide the energies of model yachtsmen and detract from the importance of the present series of International Races, which had done so much for the sport. It was, however, recognised that in every country smaller classes were needed in addition to the A-class, but it was considered best for each country to formulate and adopt classes suitable to its particular needs. Mr. H. B. Tucker was re-elected as Hon. Secretary for the ensuing year. KK Since brought KKK KK * the Meeting a further matter has been up which is of the greatest interest to model power boatmen. In Belgium the national authority for both model sailing and power-boat racing is the Antwerp M.Y.C. In France the Federation of French Model Yacht Clubs caters for both sail and power. The Norsk Modelseilforening which is the Norwegian national authority is mainly catering for sail but to a certain extent caters for power. The same may be said for the Deutche Segelbund. The Hon. Secretary of the Belgium authority has now brought forward a suggestion that the I.M.Y. R.A. formulates a class (or classes) of model power boats for international competition. this would, of course, A corollary to be a code of rules under which these races should be held. The object of this suggestion is, of course, to organise a series of international model power boat races on the same scale as those which are now held for the sailing fraternity. The recognised national authorityin this country as far as the I.M.Y.R.A. is concernedis the Model Yachting Association, but this body entirely confines itself to sailing matters. In power boat circles, the Model Power Boat Association is the largest organised body in this country, but that by September 1930 LI] The Model Yachtsman. its constitution appears to be more or less confined to London and the Home Counties. There is a problem here for British power boatmen to solve, as it would be a thousand pities if Britain were left out of the undoubted development which would accrue were a big international meeting to be held would be highly suitable for official adoption internationally and in the I.M.Y.R.A. there is an organisation already set up, to which the addition of a model power-boat section would present little or no difficulty. As in duty bound, the Hon. Secretary of the at which the accredited representatives of the various 1.M.Y.R.A. has circularised the national authorities countries were to meet in friendly rivalry. that compose the I.M.Y.R.A., and in this country There have already been International Power Boat has also advised the Hon. Secretary of the M.P.B.A- Races at Victoria Park under the auspices of the of the Belgian suggestion. Model Power Boat Association, and a member of the Victoria Steamboat Club holds the record for flash steam driven hydroplanes, whilst a member of the Paris M.Y.C. holds the record for petrol hydroplanes. The elasses used for these reeords come of this matter Whether anything will remains to be seen, but undoubtedly the establishment of an international authority of this nature would give a great impetus to model power boat racing, particularly in countries where it has so far had little support. pe IAG Sketch of Figure Head of the Clipper Ship ‘‘Lightning.”’ Not to Scale. (See Article on next page). 112 The THE CLIPPER Model September 1930 Yachtsman. SHIP “LIGHTNING.” By Dick DEADEYE. i ae claim to have been the fastest ship in the was built up. As the inner bow (which was the world is variously advanced for the ““Thermopyle,” the ‘‘ Cutty Sark,” the “ Ariel” and the original skin of the ship) was left, she was just as “Lightning.” In passage-making between port and port so much depended on the luck of the winds, bound vessel” that sighted the “ Lightning,” reported her as sailing gaily along with her bows and the navigation and sailing abilities of the master, that although record passages certainly prove something, they do not actually prove which was washed away and the ribs showing! Actually, this so-called improvement made no apparent difference th2 fastest ship in reality. In fact, so large was the part played by the elements that frequently ships that were by no means the fastest of the clippers made smart and notable passages. Yet each and every one of the clippers must have met at least once in her career for a period of twenty-four hours, those conditions that gave her the opportunity to display her best paces. The record twenty-fours run was made by the clipper “ Lightning,” on her maiden voyage from America to Liverpool, when she covered the enormous distance of 436 miles ina day. I think that it may, therefore, be claimed for this wonderful vessel that she was actually the fastest ship ever built. She was built at Boston by the celebrated Donald McKay, in the year 1853. Although McKay was by no means the first clipper shipbuilder, he was the first to introduce the type of bow known as the “clipper bow.” One of his first ships was the **Staghound,” launched at East Boston in 1850: and his later ships included the “ Lightning,” the “Romance of the Seas,” the “Sovereign of the Seas,’ and the “Great Republic.” The last- mentioned was noteworthy as being the largest clipper ever launched, being 4,556 tons. She was one of the first ships to carry double topsails, and when launched she had the enormous sail area of more than 15,000 square yards of canvas. She was never sailed under this rig, however, as, after launching she was towed to New York, to fit out for her maiden voyage. Whilst there, she caught fire and had to be scuttled. When she was repaired, her sails and spars were much reduced but even then she made some smart passages. The ‘“ Lightning” was built at the time when ships were wanted in a hurry, and was one of the * soft-wood ” clippers built in America for British owners. When she was delivered at Liverpool, her first master was the celebrated Captain Bully Forbes, one of the smartest commanders in the Black Ball Line, under whose house-flag the “ Lightning ” sailed. Somewhat later, it was considered that her speed would be improved by filling in the hollow bow lines of the ship, and her owners hada sort of plaster fixed on the ship to do away with the reverse curves. When McKay heard of this, he called them “ shipbutchers.’ The first voyage after the plaster was fitted, it washed away, leaving the ribs on which it seaworthy as ever and carried on, but a homeward- one way or the other to the ship, but it led to a lot of discussion as to the value or otherwise of reverse curves in the design of a vessel’s bows. A study of the lines of the * Lightning ”’ reveals many interesting points. Whilst the deckline reveals the long parallel middle body and the width is well carried out to the quarters, the waterline is a remarkably beautiful one, and, except for the reverse curves in the ends—necessitated by the length on the keel—might be that of an up-to-date yacht. The flat floor and width across the bilges must have given her great stability for her beam. The buttocks are also very enlightening and show that the clipper-ship builders relied more on run than entry to give speed. Forward the buttocks are easy and aft they are kept as low as possible. Although the diagonals and curve of areas are not shown on the published plan, they are also interesting. For the convenience of model-makers, the lines of the ship have been re-drawn with the waterlines half-inch apart, and on a scale that produces a convenient size of model. A sketch of the figure head has also been included and a deck plan, giving the main features of the arrangements. The rigging is practically the same as that detailed in my articles published in THE MODEL YACHTSMAN (November and December, 1928, and January, February and March, 1929) and I advise anyone contemplating this model to get these back numbers, if he has not already got them. Details of deck fittings can safely be taken from Vol. II of “ Ship Model-making,” by Captain McCann (obtainable from THE MODEL YACHTSMAN Offices, for 12/6, post free). This book deals with ‘‘ The Sovereign of the Seas,’ another of McKay’s Clippers, and the detail is practically the same. Some additional notes are given below and should prove of assistance. The forecastle ran from the heel of the bowsprit to the foremast. It was flush with the top of the bulwarks and had round it a wooden rail with square wooden stancheons. Amidships was a deep well deck with a large deckhouse. The latter joined the forecastle and extended to nearly amidships. This deckhouse was lofty, as it had seven feet headroom inside under the beams and was lighted by square windows instead of round ports. As a matter, of fact, there were no round ports at all in the ship. September 1930 The Model Yachtsman. 115 The after-end of this deckhouse was connected with the fore-end of the poop (or raised quarter- flat and deck) by two bridges, one each side of the ship. The quarter-deck was also level with the bulwarks, so that these ran in an unbroken sweep from end to end of the vessel. The quarter-deck was 92 feet long and had a large wheelhouse on it right aft. The fore-end of the wheel-house was open and the sides had a slight tumble-home. Forward of this were two skylights for the saloon underneath. The quarter-deck had a mahogany rail round on turned wooden posts spaced about six feet apart. Two lifeboats were carried on skids on the roof of the house and two quarter-boats on davits on the poop. staysails were big and ran nearly the full length of the stays. Her figurehead was “a female figure with right arm, outstretched holding a thunderbolt—her hair blowing out wildly—and a shield with the flag of the Black Ball Line (a red swallowtail with a black ball). She had very little gilt ornamentation.” The lower masts were built masts with black hoops, masts and doublings being painted white. The bowsprit was square inboard and painted black. The jibboom was varnished, as were the topmasts and to-gallant masts. All yards were black. Stunsail booms were carried on fore and mainmasts up to the topgallants, and were varnished with black ends. Her standing rigging was hemp, set up with deadeyes. The blocks were large and the running gave were made of American canvas, her a considerable increase of speed. which The The hull was smooth and there were no channels. or obstructions of any kind. The bolts for the deadeyes were carried down through the rail to the level of the *tweendeck and set in flush to keep the sides absolutely smooth. The hull was painted black above water and below she was coppered. There was no ornamentation or relief of any kind about the hull. The inside of the bulwarks was white. The deckhouse was white with blue mouldings, and the frames for the square windows were also blue. The doors were teak. The wheelhouse was white, as were also the saloon skylights. The rail round the poop was mahogany varnished, and the turned round stancheons supporting it were painted white with their middles painted teak colour. The quarter boats were painted black. There was a rast winch at the foot of each mast across the back of the fife-rail. These winches were worked by hand in the usual way. There was a trysail mast fitted to the mizzen. The plans published herewith have been drawn from the best available authorities, but one or two minor details have had to be taken from contempor- rigging slight. ary models and pictures of other ships of the period. The foresail was cut square without any gore to enable the weather tack to be boarded. The are available from THE MODEL YACHTSMAN, courses were slightly hollow. price 8/6 post free.| U | All her sails were very | Full-size blue prints for constructing this model Sail Plan of the Clipper Ship ‘“‘Lightning.”’ Scale lin. = 72 feet. See also pages 115/117. 114 2 s – A coe ae ME 2asishglskt ead eta eel PR TUNING ai September 1930 The Model Yachtsman. UP A RACING MODEL COMPETITION WORK. FOR By W. J. DantEts. There have now been zight International Kaces at Gosport. Six of these have been won by models designed and built by Mr W. J. Daniels, and on five of these occasions Mr. Daniels has himself skippered the boats. In this article the celebrated British model yachtsman reveals some of the secrets of his consistent success. ACING a model yacht and merely sailing one are entirely two different matters, and with the very high standard of sailing that was displayed in the recent British and International Championships, however skilful a skipper may be it will avail him little if he has not tuned up his model to the highest pitch before the actual race in which he is competing. Correct decisions, equally quickly carried out, will gain many boards, and any one of these may win the race when the final scores are totalled. It is, therefore, necessary to know not only the alteration required, but also the degree of it, that the particular model demands, when a quick change is needed; and consequently success will perhaps be more dependent upon the skipper’s knowledge of his model rather than upon her actual speed relative to that of her opponents. The first essential is to have the model doing her best to windward and to know exactly the best trim of mainsail and headsail she demands. This trim will be the starting point from which all other trims will be judged. If the model has been correctly designed and built, her change of course will alter in the same degree as the change made in the fore-and-aft trim of her sails; but in models it is most important that all steering tendencies be eliminated from the design of the hull, as otherwise extreme difficulty will be found in properly sailing the course. We will imagine ourselves at the leeward end of the lake and our object is to get the model to sail to the windward end in the shortest possible time. When sailing to windward you have a choice of two things, as windward sailing is somewhat of a compromise. You have the choice of sailing close to the wind at reduced speed or slightly wider, in which case your model will travel faster but will have to cover a greater distance. The aim will therefore be to obtain that trim which will give the greatest speed in relation to the distance travelled, and having found this trim to be able to reproduce it. Once having found her best windward trim, you should never allow yourself to be influenced by the calibre of your opponent. It is a common fault of many model sailers to try and make their model do a little better than they have previously found her capable of, with the result that the boat is either in irons or sailing closer than is economical, with the result that the model will not do as well. It will be necessary also to experiment with the gye and to have it so arranged that it can not only be adjusted quickly but also with definite knowledge of the degree demanded to make her tack either quickly or slowly. as the occasion demands. Yacht designing has not yet reached the stage of or of of scientific exactness that enables a yacht—model full-size—to be put afloat with only the necessity finding the best setting for her sails. Position the rig over the hull demands such refinement of adjustment that it is almost impossible for any designer, however great his experience, to settle this absolutely, and it remains with the skipper to make the final nicety of arrangement. This can only be done by trying the model and assessing the amount and manner of correction from her action. Should it be found that the model has a tendency to edge up into the wind, it may be that the mainsail is too closely trimmed to the centreline of the yacht, or that the headsail is not quite close enough. The first trail should be made with the headsail trimmed fairly close, with the mainboom slightly wider. The final aim is to get the model sailing to windward and at the same time keeping her sails properly drawing with both sails set at the same mean angle. When this is achieved, the utmost efficiency is being obtained from her sail-plan. If it is found that in spite of the headsail being trimmed closer than the mainsail, she has a tendency to luff into the wind, it is obvious that the rig is too far aft, and it will be necessary to move the mast further forward. If, however, it is found that in spite of letting the jib off until it is set at a wider angle than the mainsail, the model still keeps full and sailing,. it will be necessary to move the mast aft to enable the model to point properly to the wind. The extreme difference in the performance between a model that is exactly right and one that is only nearly so is somewhat surprising but easy of explanation. In a well-known work on the aerodynamics of yacht sails, the author shows how, when two sails are set in conjunction to each other, if they are properly arranged, the wind-stream from the one increases the efficiency of the other. If however, they are not properly arranged, the very opposite is the case, so that it is obvious that there is a double gain when everything is correct. The moving of the rig bodily forward or aft by even as much as a quarter of an inch is sometimes more (continued on page 118). September 1930 The Model Yachtsman. 116 THE CLIPPER Designed by Donald McKay, Boston. “A Wooden 2QUAFE Pe: s ee ee ee eH a) IH We etA os fi — i i St fl ‘| ti j Ii : ees Sages Sa | ——— = i 8 Hi ‘ ak DECKHOUSE Wet. | The lines of this celebrated ship have been specially re-drawn for readers of eeee SS a ee ne io Se as i . 1h 3 THE MODEL YACHTSMAN on a scale of 8 feet to the inch, making a model about 31 inches length. The above reproduction is one-third of the full-size of the model. The waterlines on this drawing are spaced half-inch apart for the benefit of bread-and-butter builders. Deck The Model Yachtsman. September 1930 117 “LIGHTNING.” Lines specially re-drawn for Model makers by i i ; H he. ee ees a See ee ! !| —-| fi ee 7—– 7 ae at) Dick Deadeye. = eS ay a =e —_ Ws Ws + —1+L—}—[/—-} -~t3Hf— er a ee tells ae rea ore ae oe ———S i | | on ee | | es = _— i = a) _ wm & —. Ba MENS —— See Sets =a 5 i = 77> i i < wep Mey a ie a ia Pea = —— 1 1 H ne Ne Us AFTER HATCH S | MAST wince TO AFT UT i — a AST Inch [0 [ 9 Rec = = = ee 2/0 ==1==1 LOON T = “ee = oe i ree TM : rw ~— 5 a NX PN = A ‘___— —— === LIGHTS [J vineet-nousE NAT FORE END BOLLARDS, QUARTER- Boars CARRIED Full-size on blue Ts prints of this model, comprising sheer plan, waterline plan, figurehead and all particulars as to painting, etc., are available from THE MODEL YACHTSMAN, Golden House, London, W.1 for 8/6 post free. section plan and deck arrangements, together with sketch of 118 The (continued from page 114). than is necessary, and in this case a slight alteration in the fore-and-aft rake of the mast is all that is needed to get the final degree of perfection. It can be judged whether the model is doing her best windward work by watching the luff of the mainsail. If this shows a tendency to lift slightly, and the model keeps full and going, she will be doing her best. By carefully watching her when sailing and noting the change of action you will be able to tell if change of trim of sails is a necessary correction or a change in position of the rig is needed. If she has a tendency to throw up into the wind, you must note whether the jib or the mainsail spills first. If it is the former, it may be one of two things. If the mainsail is not trimmed close enough, the shaking of the mainsail may be caused by the wind from the jib striking on the lee of the mainsail. If, however, after the mainsail has shaken the boat still continues to come to the wind until the jib also shakes, then the rig requires to be moved forwaid. If the model comes into the wird with an increased puff ard the headsail shakes * first, either the headsail is not trimmed close enough or the mainsail is too close. If, however, she will not bear her headsail any closer without getting off the wind, the rig requires moving aft. The aim at all times is to get the model to sail her required course with all fore-ard-aft sails trimmcd at the same mean angle. ed In sailing a reaching course—and by this I mean that the winning line can be laid without tacking— the speed of the model can be mace or marred by the skill or otherwise of her skipper. The increase in speed through the water when the sails are let off further than the windwaid trim is very noticeable. If in your windward trim you cou'd fetch the weather end of the line it wou'd not pay you to do so. With the sheets slightly started the model would arrive at the leeward erd several seconds sooner, ard by. this means a fast model is often beaten by a slower one. It may still be possible to further increase the specd by the use of a slight helm, especially in a steady wind, but a thorough knowledge of what each particular boat requires must be ascertained before attempting this. After a time it will be found that you will do certain things almost without thinking, but == thoroughness is essential to success, even though == September 1930 Model Yachtsman. you have the fastest model in the fleet. More often than not, it is the boards lost through carelessness that lose races. To be prepared for emergency is a great essential. Preparations for an eventuality can be arranged before a course, which make a retrim a matter of a second, but if the whole operation has to be done during the board it will take so long as to render it futile. As an instance of this, it is as well to arrange the running-lines so that should the model come to the weather shore when close-hauled it is only a matter of letting off the beating sheet for the running-lines to come into play. The model is then got away with a minimum loss of time but if this has not been previously provided for the running-line will be on the extreme end of the quadrant and the sheet trimmed for a run. To alter the quadrant adjustment and also the trim of the mainsail on the running line would take so long that your opponent would have a winning lead before you had the model under way again. If, however, you merely have to slack off the beating sheet and let her go, you will soon make up lost ground as you will be sailing a free wind and driving harder. Long experience of model sailing is only beneficial if you have noted the mistakes you have made during that period. Little things that have lost you a board, and perhaps the race, should warn you against their re-occurence, During a race you should continually examine your gear. Do this particularly after having a foul with another boat. As an example of the necessity of this, I quote an instance this year in the British Championship. ‘“‘ Albion” was fouled with her oppenent on a run before the wind. One of her running-lines was nearly cut through by chafing whilst they drifted down the course together. Remembering a previous experience of a line carrying away after a foul, I carefully examined the gear and discovered the line hanging on a single thread. If I hac lest the next board, as I surely would have had I not renewed this line, ** Albion ” would not only have lost the British Championship, but also would not have been the British Defender and winner of the International. It is, therefore, obvious how much will depend upon what appears to be a trifle. Do not depend too much on the markings on your booms for your trims. Look at the set of the sails. In spite of having oiled sheets, shrinking will often take place and closer haul your sails. The line that adjusts the tension rubber of the steering gear should be of an unshrinkable cord. Rather note the position of the ends of the rubber cord than the position of the adjusting bowser. A model that has been running perfectly will often start to run by the lee if the sun should come out, owing to the rubber cord relaxing with the heat and also, perhaps, the drying of the adjusting cord. Should you find occasion to set up the forestay during the race, remember that you may have pulled the mast slightly forward, in which case the outer end of the mainboom will be higher off the deck. This will shorten the mainsheet and_ readjustment will be necessary or you will be in irons on the next board. Always oil the sheaves of the running-line pulleys, also the tension slide and the jockeys on the sheet travellers. If a jib is going to jam to windward, it will always do it at the critical moment when it matters most. Examine all September 1930 The Model Yachtsman. rubber cord and renew if perished. A saving of a few pence here may lose you a valuable prize. Tf sailing on a salt-water lake, everything should be washed off with fresh water after the racing. Salt may get crusted into cord and working parts, and prevent proper functioning. See that all hooks have to be slightly forced on and can not jump off. In the British Championship of 1927, ‘ Intruder’s”’ gye-hook jumped off when only six lengths from the winning line when sailing ‘‘ Gertrude.” This put her in third place instead of first. I merely point this out to show the importance of this precaution. We now come to what is perhaps of equal ii not more importance than anything else, and that is the manner in which the steering gear is fitted. Although three points are given for a windward board against only two for a running or reaching board in which the steering gear plays its part, it is essential to success that your model shall win a high proportion of down-wind courses and this can only be achieved by correct steering. Very many models, although having all the necessary parts, have the latter arranged in such a manner as to make the working of the steering gear mechanically imperfect. Firstly the rudder must be mounted in such manner that there will be almost negligible friction in its movement. The quadrant must also be of the correct pattern and the tail of the quadrant must be of suitable length for the size of rubber cord and the size of model. The pulleys must on no account be placed in a position that will give an increasing lever arm from the turning point of rudder-head. The pulleys should be only spaced just far enough apart to cause the idle running-line to be slack, and the point of pull from the mainboom should be as far from the gooseneck as can be arranged. I have seen many illustrations of the steering which utterly defeat its correct functioning. Experience shows that four inches apart, (i.e. two inches off the centre-line of the yacht) is a very suitable spacing for the pulleys, and the arms of the quadrant should radius about the pulley from which the operating line leads. The holes in the quadrant should be as close as possible and the point of attachment of the rubber centering-line should be at a point aft of the rudder-head, double that of the length of the quadrant tail. The pulleys should be at a point on deck just aft of the point of attachment on mainboom, and should 119 be provided with protectors to prevent the running- lines from the rubber twisting round them. The slacker centering-line can be arranged, the more sensitive will be the steering gear. prefer to pull nearer to the rudder-head Always rather than tighten the tension of the centering-line. Have no screweyes on the gunwale that can be caught up by the running-lines. If jib steering is fitted, be sure that these lines are sufficiently slack in order that they shall not stop the freedom of movement of the quadrant. It is advisable to disconnect the jib steering lines when not in use. In any case they should always be of a different kind of line for identification when retrimming during a board. As the fore-and-aft trim of a model is very important, it is as well to be sure that there is no wet sponge in the extremities of the boat. This is also advisable from the point of preserving the boat itself. The jib-stay should be set up as hard as possible, especially in strong winds, as if this sags, the aerofoil of the headsail is spoilt with considerable detrimental effect upon the windward sailing of the yacht. To effect this, the shrouds must be sufficiently far aft to stand the forward pull, but not too far aft as to prevent the boom being off sufficiently when running dead before the wind. When fitting the running-lines of the steering gear, they should be just sufficient length and no more. If occasion arises you can then let off your mainboom to the full latitude of the lines without fear that the boom will bring up against the shrouds, which will stop the helm working altogether and nullify the effect of freeing the sail. In conclusion let me point out that however clever a skipper may be he can get no more out of any model than that model is capable of. The margin by which a heat is won is more often the result of getting the best out of the model rather than the superior inherent speed that she may possess over her opponent. The main interest in model racing is the lessons learnt in the study of design, and any two models racing together teach us nothing if one hundred per cent. efficiency is not being developed from each of them. The great thing is never to be satisfied and, even though you are winning, to still continue to ex- periment when retrograde step resort to the not racing, as even though a may be taken you can always previous successful arrangement. 120 The September 1930 Model Yachtsman MODERN SAIL PLANS. By Dr. T. Harrison Butter, Birmingham Model Yacht Club. Dr. T. Harrison Buller is well-known to yachtsmen as the designer of many highly successful small cruisers. It may not be so well known that he takes a keen interest in models and is a member of the Birmingham AL.Y.C. In this interesting and instructive article he suggests lines on which mniodel yvachtsmen might carry out profitable experimental work. Pe COMPARISON of the racing yachts seen during Cowes week in 1913 and 1929 would reveal a striking difference in rig. Before the War all the larger classes carried orthodox gaff sails, the smaller yachts were mostly fitted with the gunter-lug. Ten years earlier all classes would have been gaff rigged. Linton Hope was the first to drive home the fact that the high-peaked lug was far more efficient than the gaff sail. He showed that the centre of gravity of the sail plan was lower, its centre of effort lower, and that practical sailing demonstrated that the gunter lug was a better sail for windward work. Eventually the gunter displaced the gaff in all the smaller classes. Abovea certain size the long yard was impracticable, and for some time the gaff sail held its own in classes larger than the old 2°5 raters. To-day the Bermudian mainsail has killed the gunter lug, and is universally used except in some of the very largest raters. In all probability in a very few years the gaff sail will entirely disappear in all racing classes. Even in cruising yachts the Bermudian mainsail is gaining ground. The greater efficiency of this form of sail enables a crusing yacht to carry a smaller spread of canvas, the saving of weight aloft increases stability, and the great simplicity of the rig is a high recommendation. There is nothing new about the Bermudian rig. The Eastern Mediterrean Schooners have used it for generations; it was a common rig in America, witness the Bugeye Schooners and other coasting types; and as its name indicates, it was the universal rig of the fast Bermudian boats. Robinson Crusoe rigged his dug-out with a leg-of-mutton sail. Even to-day rig has not become standardised ; there is a tendency for the sail to climb higher and higher, and for the jib (or rather foresail) to increase in comparative size and to overlap the mainsail. The Swedish six-metres won the International races in America largely because they used the so-called “Genoa Jib,” a large sail with a long overlap. Finally efforts are being made, at any rate in the small classes, to abolish the mast, which exerts as we shall shortly see, a most disturbing effect upon the action of the wind upon the mainsail. After many unsuccessful experiments, R. A. Balfour has succeeded in his efforts to evolve a Bi-ped mast. A full account of these interesting experiments will be found in the Yachting Monthly, Vol. XLVIII, page 332. Model yachtsmen should read this article because the abolition of the central mast will probably result in a match winning proposition. We shall deal fully with this aspect of the question later on. Before coming to practical suggestions it is necessary to enter into the scientific aspects of the problem. Mr. Eric Walford and myself published a paper on the subject entitled: “Some Scientific Aspects of Yacht Sails,” which will be found in the Yachting Monthly, Vol. XLII, page 26. My remarks here are abstracted from this article. Manfred Curry’s book deals exhaustively with the subject, both from the scientific and practical sides. This is a book which can be read with profit by all model yacht enthusiasts. In 1925, Mr. Edward P. Warner and Shatswell Ober carried out experiments on the aerodynamics of yacht sails. The Bermudian rigged sloop *“Papoose,”’ of the S-class was used for the sailing tests. Perforations in the sails were connected to a multiple pressure gauge. The were two rows of holes in the mainsail and one in the foresail. The pressures determined were set out in graphs. The most striking feature of the curves is the steady fall of pressure from luff to leech, a result in strict accordance with aeroplane practice, the maximum pressure on a wing being close to the leading edge. This fact explains the high efficiency of the modern high narrow sail which has a long luff in proportion to its area. The second astonishing fact is the effect of interference between mast and sail. All the curves shew a series of waves behind the mast. The mast disturbs the even flow of air and has a most serious effect on the efficiency of the valuable luff. A comparison of the positive pressures obtained from the windward side of the sail with the negative pressure on the lee side shews that about 70 per cent. of the driving force of the sail comes from the lee side of the sail. The suction then is far more important than the pressure. This is of course the case with an aeroplane wing, which derives 70 per cent. of its lifting force from the under surface. There is an astonishing difference between the pressure distribution on jib and mainsail. The ratio between pressure and vacuum on the jib is about 1-175. This difference is largely due to the absence of the mast, and the result is that area for area the September 1930 - The Model Yachtsman. 121 jib gives nearly twice as much driving force as the mainsail. be necessary would be an alteration in the spot where the wire was attached to the deck. Experiments were made to ellucidate the interaction between jib and mainsail. When the yacht was sailed without the jib there was a great diminution of the suction on the lee side of the mainsail. The jib acts as a vane to bring the wind on to the mainsail at the proper angle. It increases the ‘funnel effect.” This fact shews the great value of the overlapping jib, but unfortunately this cannot be taken advantage of in a model. The relative areas of mainsail and jib is another question that should be settled by models without any difficulty. If the ordinary mast is retained it would appear that the larger the jib in proportion to the mainsail the more effective the sail plan should be. Percy Tatchell has devised and tried-out triplane rigs, but as far as I am aware he has not published his results. Although the jib has a relative efficiency to the mainsail out of all proportion to its area, going to windward, this does not hold running. Experiments with models should decide the question. At present, both in models and in actual yachts, the mainsail is four or five times the area of the jib, whereas theory postulates a larger headsail. Two similar models might be raced with different proportions till the best proportions Calculations have been made by a yachtsman in New Zealand, whose name I cannot recall, regarding the increase in displacement caused by the pressure of the sails. He shewed that there was considerable advantage in raking the mast up to 45°, obtaining a lifting effect from the sails and reducing or abolishing the increase in displacement. On the other hand, Manfred Curry finds that a raking mast is harmful in other respects. I regret that owing to a mistake on my part or the part of the printer, these experiments were not referred to the author, and should this article meet his eye, I tender my apologies. It is not suggested that such an extreme rake is practical, but the deductions are valuable, shewing the benefit which can be derived from rake. One of the graphs accompanying the article shews : that with a beam wind, a vessel heeled to 45 degrees, with a vertical mast, shewed an increased displacement of 640 pounds. Under the same conditions with the mast raked to 45 degrees- there was a diminution in displacement of 390 pounds. A difference of 940 pounds cannot be disregarded, and the useful effect of rake should be carefully investigated. It is now open to us to apply our facts to a model yacht, and to see how far theory agrees with were found for a triangular course. The height of the boom from the water is another point where experiment is necessary. Theory seems to suggest that a high boom is an advantage. Smoke experiments shew that there is a strong current to leeward under the boom, and tests in a tunnel show that a high boom is the most efficient. On the other hand a-high centre of effort is more pressing and increases the displacement. There must be an optimum position, and this may vary for light and strong winds. The most important matter is the substitution of the mast of a bi-pod, and I feel sure that the. first yacht that sails with this arrangement will be strikingly successful. The experiment will not cost much and the mechanical details cannot be difficult to arrange, and yet, as far as I know, no model has yet come out with a bi-pod mast. practice. In the first place the evil effect of the mast is so great that it ought to go. This question is intimately associated with the ‘ultimate strength of materials” and with the limitations of construction. It may almost be assumed that it is quite impossible to abolish the central mast in a large yacht, and at least difficult in a small one. Balfour is satisfied with his rig in a small boat, but it will, I think, be a long time before the derrick mast is generally accepted for an actual yacht. In the case of a model there would seem to be little difficulty. A V-sectioned derrick of aluminium could be hinged to each gunwale and supported by a stay to stem and arch-board. The mainsail would run on a wire from the top of the ‘masts’? to the deck, and all eddy formation would be abolished. According to theory, a sail thus set should have almost double its driving force to windward than if set behind a Probably wood sheers would be central mast. satisfactory, each member being stream-lined. With this arrangement it would be easy to find the most effective rake for the luff of the sail. All that would Mr. Percy Tatchell has published a number of articles in the Yachting Monthly on his experiments with triplane rigs. The only model we know of that has been sailed with a bi-pod mast was an experimental model sailing punt used by Mr. A. Graham at Gosport. She sailed uncommonly well but as there was nothing of a suitable size or type to pit her against, one could not say how she would have compared with a similar model fitted with an ordtnary mas} —Editor, The M.Y. = Ceres = ee er ses See eee -Pate 22 The vd Model Yachtsman. September 1930 rd = J, Wainy sy a ( mr ue 4 —iNes' ew Le — ~ =— AF —=—4 ae ———Ax 7 SS t- 6s oe o SOP ey), ~ Eeeeee —— EAST ANGLIAN NEWS. IN THE WEST COUNTRY. (Correspondent: Rev. J.T. PooLr, m.a.) WEST CORNWALL M.Y.C. EAST ANGLIAN M.Y.U. The competition between four teams of 10-raters has been progressing steadily. Four matches have been sailed since our last report. On June 14, the ** Plovers ” came to Norwich to meet the “ Teals ” and won easily by 92 points to 36. On June 21, the *‘ Terns’ went to Gt. Yarmouth and defeated the ‘Curlews” by 84 points to 44. However, the “Curlews”’ had their revenge on the other Norwich team (the “ Teals *’) on July 5, when they won at Yarmouth by 78 points to 50. The two Norwich teams met on their own water on July 12, when the ‘“‘ Terns” scored 84 and the “Teals” 44. The match between ‘“ Plovers ” and “ Terns” at Yarmouth en July 19 had to be abandoned owing to torrential rain, and will be re-sailed at a later date. The total scores to date are :—‘‘ Terns” (Sailed 3 matches), 248 points; “ Plovers”’ (3 matches), 234; ‘‘Curlews”’ (4 matches), 232; ‘ Teals” (4 matches), 182. A member of the Birkenhead M.Y.C. holiday making in St. Ives, Cornwall, tells us that he finds the sport going strong at Hayle, under the flagTof the West Cornwall M.Y.C. On making a surprise visit, he found more than twenty models of various sizes under way and racing hard. Some of these came from Eastbourne, others from St.Ives and from Mousehole and Penzance. The others hailed from Hayle and Helston. These places are widely scattered. The size of the sailing water came as something of a shock. Picture a locked tidal basin with a clear course of some 600 yards, open to all the winds that blow—a veritable model yachtsman’s paradise, were it not for two drawbacks. One of these is the occasional presence of seaweed, and the other the cruel banks of angular masses of quarry stone and furnace slag. Thigh waders are an absolute necessity for sailing on this water. At the back of the activity of the club, the visitor found the usual prime cause, an enthusiastic Secretary and Treasurer. NORTH OF ENGLAND M.Y.U. DERBY M.Y.C. TRISH JOTTINGS. ———— The race for the “‘ Preston Jones ’’ Cup was held on July 19 on the Alvaston Lake under very fair conditions. There was quite a good N.W. breeze which moderated some time after the start and veered somewhat to the Westward. The boats had accordingly a turn on all points of sailing— reaching, running and turning to windwards—and a most interesting race was witnessed. “Ivy” proved an easy winner. She not only sailed fast but made her courses very correctly. “‘ Margaret ” retired after being fouled by a rowing boat and seriously damaged. The boats finished in the following order :—** Ivy ” (A. Ketter), “‘ Atalanta ” (Nun Street School), “ Aolus” (T. Spenlove), “Lady Dainty” (H. C. Arrowsmith), “‘ Nymph ” (St. John’s School), “ Fairy” (Ashbourne Road School). aids . H. ALLEN. ULSTER M.Y.C. Tne club held a special race for the International A-class on August 6 at the Waterworks, Belfast, for a silver cup presented to the club by Captain Dixon M.P. The start was fixed for seven o’clock, but at that time there was a flat calm. Just as it was decided to postpone the race until another day a fine breeze sprang up from the west and kept steady until dark. Sailing was on the tournament system and there were seven entries. The course gave a run and a beat, and some very fine sailing was enjoyed. When the bell rang to close the Waterworks the race was still unfinished, the position of the yachts then being: “Imp,” (A. Smyth), 21 with no further boards to sail; “‘ Coral,” (C. M. Berry), 17, with a possible 7 September 1930 The Model Yachtsman. to get; “Emerald,” (R. Bowden), 16, with a possible 5 to get; “ Moyola,’ (H. Tregenna), 2; “Varuna,” (P. Magee), 12; “‘ Erin,” (E. McKinney), 8; “H. C. Besant,” Major E. E. Lee), 14. Torrents of rain (J. J. Besant, skippered by marred the proceedings, but everyone went home well satisfied with the racing. The finish of the race was arranged for the following Saturday afternoon. On Saturday, August 9 when the race was completed, there was a fluky S.W. wind. The winner was found in “Coral” 22 points, ““Emerald” and ‘‘Imp” tying for second place with 21 points. The duties of Commodore were performed by Mr. E. McKinney and Sailing Secretary, Mr. Graham acted as starter. The winner, Mr. C. M. Berry, was presented with the cup by the Chairman on the following Saturday. On August 9 there was a special Handicap Race for all classes for a prize presented by the Chairman, Mr. J. J. Besant, and three club prizes. The boats were sailed in heats by classes and the first two boats in each heat were then eligible to take part in the final. MODEL YACHTING The were 123 first heat six was entries and for the 5-ton class. the first two There boats were ““Edin’s Lass” (E. McKinney) and ‘John Wortley” (J. J. Besant). The second heat was for the International A-class. There were five starters and the placed boats were ‘Coral’ (C. M. Berry) and “H. C. Besant” (J. J. Besant skippered by Major Lee). The third heat was for 18-footers and there were four entries. The boats placed were “Opal” (C. M. Berry) and “Teal” (R. Bowden). The fourth heat was for the 30-pounders with six entries, and “Zara” (R. Tregenna) and “Nellie” (J. J. Besant) qualified for the final. The fifth heat was for the 20-pounders, and as there were only two starters, both ‘Sadie’ (Captain Millar) and ‘Miranda’’ qualified. There were ten starters in the final which resulted :— Ist. ‘Sadie,’ 2nd. “Opal,” 3rd. ‘HH. C. Besant,” 4th. “Nellie.” At the close of the racing the prizes were presented by the club’s genial Chairman, Mr. J. J. Besant. MAURICE. IN THE ANTIPODES. Prospective Australian Competitor at Gosport. : howe is no lack of evidence to support the contention that the presence of the new Scottish ‘A’ Class Club is already being felt in By the designing and Scotland and England. construction of boats, by local competitors, by international racing at Bradford and Gosport, and by activity in model yachting politics, the new club has been steadily forging ahead, but it may surprise readers of THE MODEL YACHTSMAN to learn that the influence of the new club is as far-reaching as Australia, where the building of ‘A’ class models commenced since news was received of the formation of the Scottish ‘A’ Class Club. Already five boats, at least, are on the stocks or afloat, thanks to the enthusiasm of an ex-Scottish champion, who will be remembered as the Scottish representative in the first race at Gosport for the Yachting Monthly Cup in 1924. Perhaps, however, the story of this progressive effort as contained in a letter which reached Scot- land recently, would best be told in the exact words of the author, Mr. D. McPherson, late of Greenock : “....1 have designed two ‘A’ class boats, one for Mr. Beauchamp and one for myself. Other three men are each building an ‘A’ class boat to lines taken from THE MODEL Y ACHTSMAN. ......What-is more, you can look for an entry ? from Australia for the World’s Championship in about five years time........ We have a good lake here and once we get the five ‘A’ class boats on the go it will mean dozens more taking up the sport.” Writing regarding the ‘‘wee sixes” to the International Rule (scale 13” = 1’), the writer states ; “*....things have been moving out here since last I wrote you. I think I told you about my six metre being in a shop window in Melbourne. It caused a bit of sensation and one of the papers published a photograph of it, with the result that things are moving fast. I designed and built another six metre, 22lbs. displacement, (the first one was 24lbs.) Another Australian has built a six metre to the design of Mr. Munroe, Glasgow, and we have very good sport sailing them on Saturday afternoons and Sunday mornings. I am also building another with 27lbs. displacement and have her nearly planked...... Nobody out here knew what a real model yacht was like until they saw the one referred to in the shop window.” Let us hope that by sustained effort and cohesion, model yachting may experience greatly increased prestige in Australia, and that ultimately the blue riband of continent. the sport may reach that remote Mac. September 1930 The Model Yachtsman. 124 Our Seottsh Page | & By Wanzi Kanyae —— = | Bae has been a decided brightening up all round in Scottish model yachting circles. It becomes a labour of love once more and a pleasant task to write up notes about splendid regattas and happy afternoons ar.d evenings spent in enthusiastic The writer, through the courtesy of the Commodore of the Shire Association was invited to Kilmarnock on July 26, to witness the race for the Shire Cup, which was shown in these pages some time back. This year the race was for 12’s. Five clubs with two boats each entered and sailed in the best model yachting spirit. Although it rained heavily in the early part of the day and after the race was completed, the race itself was sailed in brilliant sunshine and with a steady breeze. The starting card was arranged so that each boat met It must be remembered that the honours go to the club and not the individual. However prizes were presented to highest scorers for Ist, 2nd and 3rd. The Clydebank men started the afternoon in a very determined fashion and kept it up throughout. To all appearances ““Bona” was quite unbeatable to windward, frequently beating her opponents by half the course “Betty,” her supporter, fell off a little later on in the day but not enough to prevent Another good Clydebank carrying the day. combination was in the Paisley pair and their individual scores both helped to keep the club score up. Both Kilmarnock and Port Glasgow made a brave show as will be seen by the results. This is the first occasion on which we have seen the Johnstone M.Y.C. represented at a big event. Their efforts are very encouraging and do them great credit for when one rememberes that they have the most ridiculously small sailing water on which to tune up, it is not expected that they are familiar with the subtle tricks of the game. We are not quite certain who was reponsible for the enjoyable tea after the race, but all are agreed —— 25 points each. Ist Clydebank ‘Bona,’ (J. MacKenzie) “Betty,” (J. Wright) 32 | 50 18} 2nd Paisley “Lady Betty,” (J. Gilbert) “Isa,” (J. Gilbert, jun.) 23 f company. every other boat but its club mate. SSS The “Rita” Trophy goes to Clydebank for one year, first prize to ‘‘Bona,”’ second and third prizes were settled in the usual way as two boats tied with that it proved very welcome. The Commodore, Mr. W. Hutchinson, made a very suitable little speech in which he mentioned THE MODEL YACHTSMAN and said that he hoped it would receive the support that it deserved. We now thank him accordingly at the proper time and place. It would be well to mention that when we attend model yacht regattas it is purely to gather material for these notes and if we are expected to speak at the conclusion ef-the-race there will be very little left to go into this page. 3rd Kilmarnock “Ace,” (J. Roxburgh) 25) 48 25 | 46 “Vanity,” (J. Robson) 21) 4th Port “Jeannie,” (D. Bonar) 22) 33 5th Johnstone ‘“Corena,” (J. Nandles) 12) 23 Glasgow “Swan,” (R. Milne) “Celia,” (J. Millar) i1| 11); The Victoria M.Y.C. held their open regatta for 6-metres on Saturday, 9th August. The ‘“ Vic.” were lucky in having a good breeze at Whiteinch, and the turn-out was quite a good one of the year. Most model yachtsmen the early part of August and it is Glasgow men to support themselves. for the time are away in left to the Seven boats were entered from the home club, ten from the West of Scotland, two from Queen’s Park and one from Maxwell, making twenty boats in all. The racing was of a fairly high standard and very close throughout. Whiteinch is becoming troubled with weed again and the race was held not a day to soon. Sailing has since become impossible in certain parts of the water. Several boats lost points on this occasion through being held up or put off their course. It is, perhaps, a debatable point, but generally speaking most competitors would prefer a few more heats. This might have been managed on this date as the three heats sailed hardly gave one a chance to really try out a boat against the average stranger. After the completion of the heats a number of boats stood to win prizes and finals had to be sailed. Some of the most exciting sailing of the afternoon took place at this point. Here again the weed These played an important part in the result. determining boards were all close. Ist ‘‘Corona,” (J. Livingstone),W.of Scotland M.Y.C. Victoria M.Y.C. 2nd “Jean,” (R. Watt), 3rd “Trixie,” (J. McKinnon), W.of Scotland M.Y.C. All those sailing men who entered are quite agreed that it was a very fine afternoon’s sport. The 0.0.D. was Mr. T. Porter of the local club. ++ ee * 4 & & September 1930 The Model Yachtsman. 125 Mention was made in our July number of the | was built from the design by Reg. Lance, which Lilian Cup for the A-class. This was sailed for at Dumbarton on 9th August. The Dumbarton M.Y.C. have had a poor time of it this year as their fine stretch of water has been one mass of weed again and no racing has taken place. The club did its best to accommodate the A-class, but the water was | in poor condition and also not deep enoughin some places. | We have just heard thai there is quite a possibility of a cup being put up for competition by the A-class | throughout the country. During the after- for the winner each year which should draw some the time as the wind took some mastering. | of the A-class men from over the border. It is rather a pity that this important Cup race heat on its merits. It The Model Yachting Association’s National 12-metres Championship is being sailed on the Ayr is interesting to note that the Paisley boat mentioned last month turned up and carried off the cup. Later on we hope to publish full particulars. was not postponed until later on at some other water as no competitor can really claim to have won or particular ; The cup will be a floating trophy with a replica noon the competitors were busy tuning up most of any : | Gn niet oar ea eee lately taken 3 must not complain too much as distance is one of She M.Y. Club’s water on September 27th. The O0.0.D. be Mr. A. MecDoughall. Entries close on will | September 13th. To? oF DECK AT SIDE r “B'WL. ‘ 7 ? ‘WL. \ -t- ze mee | _— -- i- —_— To? OF DECK AT-SSsec. LINE Wy MEASURED “A WL. VY_-+ - ASE C1) |( TM.J 4 WL. iF 1s sie 5'WL. Pik 6'WL. \ ‘| z 4B 38 28 IB Owe. S527 \ \ \ / y sa seRW-LEW. "WL. WO > sae Me,ayAL 0 ad v =a i ert ~ iy . N yy r ——S 50. K | tA.| if / Ho ae ABR, me lost The donors are a well- : The turn-out might have been been better, but we the big drawbacks to the club. was published in this magazine some time ago. This boat, ‘Lady Jean” certainly behaves in a very seemly manner and will no doubt jostle “Florada”’ on certain occasions. 7″We. ‘) BASE ‘g 2% 35 4B Section Plan of ‘‘Boojum”’ (6-m. lfins. = Ift). Sail plan of this model appears on page 127. Waterline Plan was published in our August issue and Sheer Plan will appear next month. 126 The WITH THE POWER BOAT ) : ew SRN we So er we ee | THE MODEL POWER entry is expected in all classes and some spectacular speeds should be accomplished. A full account of the racing by Mr. C. 8. Cowper Essex will appear in the October number of THE MODEL YACHTSMAN. HEATON AND DISTRICT M.P.B.C. Since news of the club last appeared in the pages of THE MODEL YACHTSMAN, various competitions have been held. On June 7 a nomination race was held in which nine boats competed. The course was three lengths of the lake, making about 330 yards. * Jean” is English) was first with an error of 31 secs. ; “Sadie” (T. Smeaton) 32 secs. ; second, and ‘ “Betty ” (W. Hepplewhite) 32 secs.; third. On June 21, a Steering Competition was held but only five boats took part. secured first place (W. Hepplewhite) “* Irene ’’ (G. Hopper) with 50 points; 40, second; ‘“ Betty” ‘“ Daisie” (J. Wallace), 30 Another Steering Competition was held on July 5, when “ Seahawk ” A H. Emerson) was first with 50 points; ‘ Irene’ (G. Hopper), 40, second; and “ Betty” (W. Hepplewhite), 30, third. On July 19, the club had visitors from Tynemouth (2), South Shields (6) and Hartlepool (8). The home club also put a fleet of twelve boats in the water, making a total number of twenty-eight competing boats for the North East Coast Steering Championship. The winner of this competition receives the Sharp Pennant and holds it for one year. The winner was “Jean” (R. English), which made 50 points, while ‘‘ Emmie”’ (A. Loveday, Hartlepool) and * Sadie”? (T. Smeaton) tied with 45 points. The run-off was won by “ Sadie.” On August 2 the Club Speed Competition was held. There were six competitors. The holder of the blue ribbon broke down on her first run, which left the result more open. “Sadie” was first—her three runs over the 75 yards course averaging 172 secs. per run. boat averaged 182 secs. 174 secs. per “ Irene,” the second run, and “Jean” “ Helen ” (T. Wallace), last year’s winner, had an average of 152 secs. The members visited Tynemouth for the Carnival Steering Competition on August 9. There were eighteen competitors, of whom eight came from the Heaton Club. ‘“‘Comet” (W. Squires, Tynemouth) was the winner with 60 points. This gentleman is a newcomer to the sport and he also scored 20 points with his trial run. “Irene” (G. Hopper) was second with 55. “Eva”, (G. Hopper) and * Betty” (W. Hepplewhite) tied for third place with 35 points. “ Betty’ won the run-off with 15 points to her opponent’s 0. Heaton members thus secured three prizes and upheld their reputation when visiting this seaside lake. THos. SMEATON, Hon. Secretary. BOAT ASSOCIATION, The Association’s Annual Grand Regatta will be held at Victoria Park on September 14th. A good So : Be . —— ee ’ ee . ee ’ ee eee ‘I ’ September 1980 Model Yachtsman WIRELESS CONTROL FOR MODEL POWER BOATS. As a good deal of interest has been manifested by readers in the possibility or otherwise of controlling model power boats by wireless, we determined to consult a well-known authority. This gentleman does a great deal of experimenta] work for H.M. forces. We are not at liberty to mention his name here, but the cpinion cited can be taken ae being authoritative. His reply to our queries was as follows :We referred the question of wireless control for model power boats to a friend who is a well-known authority on wireless telegraphy, and have much pleasurer in giving his reply as follows :— ‘Much as I hate to pour cald water on the scheme, I am afraid I have no alternative. In the first place it would be impossible to arrange the apparatus necessary in a small model of say 36 inches over all. There is nothing wrong with the principle, and torpedoes, and even aeroplanes, have been designed embodying the idea. They, however, require very complicated and costly apparatus which no amateur could make or afford. I could evolve for you some circuit diagrams which would show workable arrangements but they would necessarily be very complex and quite impossible to cram into the available space inside a model. You know the size of the ordinary broadcast receiver, however portable. Well that has the advantage of receiving from a station employing great power and of only having to produce a signal strong enough to work a loud speaker. The powerin such a signal is minute. To control a model ship,the power has to be immensely greater since you have to produce an appreciable movement of the controls (which will inter alia be by no means frictionless). For these two reasons you would need («#) A transmitting set on shore of quite considerable power— a sort of twin brother to a commercial broadcast transmitter, and (¥) an extremely sensitive receiver in the ship, not to mention ‘special relays, etc. Even if a frame aerial was used, the frame could not be made small enough to go into the ship and yet large enough for the electrical purpose. The other apparatus also would not fit in. September 1930 Your correspondent is right in that it would be possible 127 The Model Yachtsman. to make some arrangement employing solenoids provided you could get a strong enough signal to control a 7elay (or relays) switching in the solenoids as required. In any case, even if that main difficulty was surmounted, a pretty hefty battery would be required to hold the rudder over by means of the solenoids. This would have to be an accumulator of fair dimensions. This difficulty is nothing, however, compared with the first one. I am sorry to be such an obstructionist but}these .are the facts of the case.” hsiepet YACUTSMAN” DESIGNING COMPETITION. | MrT ~ IYRU- G-METRES MODEL YACHT OR SCALE [73″= ONE FOOT RATING 32:60 INCHES. SHEET: N04, open A HOE FOUR _ SHEETS ff | \ ___ SAIL AREAS. MAIN: SAIL 67+275 – tos Sa 48> 14-5 » $5 =. ~ 3240 B= Votiss Sail Plan of ‘“‘Boojum,” See also page 125. (6-metres). oe ee ee —— Se Eee, pT ee se 128 September 1930 The Model Yachtsman TESTIMONIAL TO MR. Every competitor in the Gosport Regatta was fitted with the Braine Steering Gear as have been the successful boats in every competition of note The during the past fifteen or twenty years. Braine Gear was invented about thirty years ago and it is no exaggeration to say that modern model yachting would not have been possible without this ingenious device. When Mr. Braine invented the gear, he did not attempt to patent it or exploit his invention in any way for his own profit, but gave his idea freely to model yachtsmen for the benefit of the sport. If it is remembered that thousands—and probably tens of thousands—of models have been fitted with this gear since it was invented, it will be appreciated that even a modest royalty of a. shilling a boat would have brought the inventor considerable sum of money. in a_ very During his life, Mr. Braine has been employed by various firms, but during recent years he has built models for a living. Lll-health, failing sight and advancing years have, however, proved a serious GEORGE BRAINE. handicap. A little material help is worth more than a great deal of verbal sympathy, and it has been decided to present a testimonial to George Braine as a mark of appreciation for his services to the sport. The testimonial fund will be administered by the proprietors of THE MODEL YACHTSMAN. Club Secretaries are requested to help by putting notices upon their club notice boards and drawing the attention of*members to this fund. If every good sportsman who has sailed models will contribute as generously as his means permit a very satisfactorye response should be obtained. All contributions of ls. upwards will be acknowledged in the columns of THE MODEL YACHTSMAN. Cheques and postal orders should be crossed and made payable to THE MODEL YACHTSMAN, ((:e0. Braine Testimonial Fund), and sent as soon as possible to The Treasurer, The Geo. Braine Testimonial, c’‘o THE MODEL YACHTSMAN, Golden House, London, W.1. Envelopes should be marked “The Geo. Braine Testimonial” in order to simplify the office work. The Editor accepts no responsibilty for opinions expressed by Correspondents Letters intended for publication must be brief and to the point. They should not exceed 500 words in length and must be written on one side of paper only. Correspondents are requested to read our nole on thts subject which appears elsewhere in this issue. KEEL FORMS. ma Raa Sir, The letter published in your May issue under the heading “Beauty of Form” is a remarkable one, as your correspondent begins by stating his approval of Commander Behenna’s remarks and then proceeds to justify the exact opposite ! To deal with some of his points, why is he surprised at my phrase ‘“‘ Natural Keel Form ?” If he would take out a curve of areas of both types, he would see that the prototype keel form produces a very fair and beautiful form of curve whilst the fin-and-skeg type produces an ugly and irregular one. Again why bring in the mackeral except for tea? A fish is entirely different to a boat as it is completely immersed and makes no waves, while a boat is a partly immersed body that must make waves. This propensity is increased by the fin-and-skeg form which gives broken stream lines and also a transverse wave. Further docility and amenableness is claimed for the fin-and-skeg, surely there are boats of both types that are tractable and others that are not. I must object, however, to being continually identified with long keels. A prototype form cannot be called a long keel except by those prejudiced against it. The statement that boats with prototype keels always do best in tree-girt ponds is also incorrect, as the boats always do better in open ponds than in sheltered ones. Yours faithfully, D. WEIR. 127, Loanford Avenue, Knightswood, Glasgow. September 1930 The Model Yachtsman. MORE ABOUT KEEL FORMS. Sir, have long ago come to the definite conculsion that there is nothing very Regarding keel forms, I am inclined to agree with Mr. D. Weir. 129 You will notice the shape and location of rudder on the snapshot of my model wonderful in a curve of sectional areas which is partly a versed sine curve and partly a trochoid. nothing magical about In other words, there is a Prismatic Coefficient of (not published). I have used this idea on a number the 0.55 order (or something very near that figure). quite nicely. 0.575 and is the best design I have yet turned out. of my models lately and so far it seems to work out The idea is that when on the wind, the rudder idling will set itself to the angle of leeway thus free the water in much the same made and manner as the fin-and-skeg. Before the wind the My present. stenniee has . Prismati> Coefficient of [ shall be pleased to read what others have to say about the above. rudder being so far immersed can never get near the surface of the water and spoil the running of the I should much like to see you publish a design for a power boat, 4ft. 6ins. to 5ft. in length with craft. good beam, . 39> The “Veo” is about the same size as your 6-metres oe as she is 38 ins ].w.]. and weighs 25lbs. We find this a very handy size to transport and also to sail. This yacht has proved fast and easily handled. In fact she is a perfect delight to have under way alongside my skiff. flat floor amidships and quite flat sections aft, but not with a hard bilge—to attain a speed of say eleven or twelve miles an hour. Yours faithfally, P. TURNER. “West Croft”, Colwyn Bay. On March 16 she defeated by a large margin three other models of her class and won the Cabrillo Cup. This race was held on the Pacific in back of our breakwater at San Pedro. The course was half a mile to windward and return, wind six miles, and my time was 30 mins. 30 sec.. Yours faithfully, Wa ter D. Many. Pacific Model Works, Los Angelos, Cal. eed DISPLACEMENT CURVES FOR POWER BOATS. Sir, MODEL I am very pleased to make the acquaintance of THE MODEL YACHTSMAVN, having been deeply interested in power. boats for many years. I was interested to read Mr. J. Wallace’s article on Tyneside power boat activities in your July number. I see in your note at the end of same you invite correspondence on the subject of curves of versed sines and trochoid. Now you may recollect this sul ject was, if I am not mistaken, introduced to model designers in 1903 in an article by the late Mr. Wilson Theobald in the , Model Engineer. This’ well-informed writer advocated a curve of versed sines beth forward of the generating circle and abaft the latter also, so that both the forward and after bodies would follow a curve of versed sines as regards the longitudinal distribution of displacement. All this was, however, twenty-seven years ago, and speaking for myself, I ‘‘Albion”’ tuning up at Surbiton prior to the Gosport Regatta. See Article by Mr. W. J. Daniels on page 114. eT ee 130 The Model Yachtsman September 1930 EDITORIAL. TO ALL OUR FRIENDS, BUT ESPECIALLY TO OUR POWER-BOAT READERS. It may be considered rather unusual for an Editor to modestly place his Editorial on the very last page of a magazine, but as a matter of fact we did not intend writing: an Editorial at all this month as we expected to have more than enough matter to fill this big number without one. Unfortunately however, Mr. J. Wallace, who had promised us an article on “‘ How to build a fast displacement type launch,’ was unable to complete the necessary diagrams in time, so that we have been obliged to postpone publication until next month. We may say that this is a very great disappointment to us, as it has entirely upset the balance of the present number. We have three classes of readers—sailing men, power-boat men and ship modellers—and in this, our first Special Number, we have not been able to cater as we should wish for our power-boat readers. Our October number however, will contain the first part of Mr. Wallace’s article, a special report of the Grand Regatta at Victoria Park, by Mr. C. S. Cowper Essex and a full description. of the power-boat exhibits at the M.E. Exhibition. TE OO OF TN ER oe I Re OE Sm ors our usual sixpence to ninepence. It is only a question of getting a certain number of additional readers, and if every one of our readers will get least one new subscriber before the end of the year, we shall then’ be able to start 1931 with us at a much larger and greatly improved magazine. It is perfectly true that our circulation is rising and that we shall gradually be able to improve the magazine, but we want to make more rapid strides. One good push on the part of all our readers would give us the opportunity we need. * an * * * * * On another page of this number there appears appeal on behalf of the George Braine Testimonial Fund. This is a most deserving cause and we ask our readers to give, and give generously to the fund. It is common knowledge that Mr. Braine made model yachting what it is to-day by his invention of the Braine Steering Gear, and every model yachtsman who has a pound or two, ora shilling or two, to spare has now the chance to show his gratitude. THE Eprror. been very disappointed at not receiving more club == Se FE NE mL MND a It is just a year ago since at the request of readers, we decided to include power-boat matter in our pages. Whilst we have received a very fair measure of support in this venture, not only in London but in the provinces and abroad, we have As will be seen our present number contains no less than thirty pages of reading matter. Now we should like to be able to do this every month and that without having to raise the price from news, articles, etc. The space has been at the disposal of the power-boat men but it has not been taken full advantage of. We are a young magazine and comparatively small, but we try to give readers what they want, and pride ourselves that we look after the interests of model marine enthusiasts. It has, therefore, been a sore disappointment to us that we have not been able to give our power-boat readers real value for money. Obviously we cannot go on in this way and we are now making arrangements for articles by some of the best known model power-boat men. We shall have a good deal of power-boat matter in our October issue and we hope to start the new series in November. By the time our October issue goes to press we hope to be in a position to make a very important announcement. We, therefore, crave the clemency of readers and hope in due course to give them a worth-while magazine in every branch of model marine work. THE Y.M. 6-m. O.A. As we go to press, news is to hand that the Office of Works have sanctioned the erection of the Club’s new £1000 clubhouse. As readers will recall, the President of the Club, Mr. T. B. Davis, the celebrated yachtsman, presented the club with the funds to erect the new building. The present clubhouse will be turned into an annexe of the premises and used as a boathouse. The club’s sailing water is the beautiful Rick Pond in the Home [ark at Surbiton. The class used is the A-class, and the club fleet includes many celebrated boats such as “Albion,” ‘“*Pat,” “Gleam” *‘Miss South Africa”, ‘“‘Hermione’’, ‘‘Modesty”’, ete. Club races are held each Sunday and anyone wishing to spend a pleasant day in watching good sailing could not do better than pay a visit to the club’s headquarters. Printed and Published for the Proprietors by H. G. STONE, ‘Town Green, Wymondham, Norfolk, The Model Pm | September 1930 Yachtsman. i” BLUE PRINTS OF DESIGNS —— Model Yachts. A-Class. ‘‘Mussolini,’’ by Sam O. Berge, (Norway) Ship Model Makers’ Club “Onward,” by Reg. W. Lance INTERNATIONAL “Guri,’’ by Sam O. Berge (Norway) ‘“‘Mavis,” by Herbert Almond Founded by Capt. E. Armitage McCann 6G-Metres (1t’ = 7 foot). With an Official Magazine **Kalulu,’’ by John Morton James THE SHIPMODELER “Gudrun Elvira,” by Sam O. Berge Beautifully Illustrated Informative “Progress,” by Reg. W. Lance Interesting 10-Rater. Annual Subscription including Magazine and Certificate, $2.75 (11/6). “Flying Spray,’’ by A. W. Littlejohn Full particulars free. “Flying Spray” was specially designed by ——aes Mr. A. W. Littlejohn for us, and the others Ship Model Makers’ Club, are Prize winners in our Designing Competition. 55a, Middagh Street, “Onward,” “Progress,” and “Flying Spray” are fin-and-skeg and the Brooklyn gicishts, N.Y. others y full keel boats. Half-size Blue Prints of any of the above, 12/6 post free. 4 Clipper Ship. *‘Model Yachting”’ ‘Lightning.’ Deadeye. Dick 1-Metre Racing Hydroplane. “Flying Fish.’ on Lance. Designing, and “Maid Price: Two Dollars a year. Sample Copies Free Hull design by Reg. W. Half-size, Sections post free. full-size, 4/6 Cross-Channel Steamer. Racing Model Yachts. Subscription by post free. the UNITED STATES Building, redrawn approximately 303ins. over all: Complete with Sail and Arrangement Plans, 8/6 The ONLY Paper Published in Lines Scale lin. = 8ft., making model ’ of Rutland.’’ Design and Arrangement Plans, Full-size for l-metre model, 8/6 post free. A GOOD DESIGN 1!1S THE FOUNDATION OF SUCCESS Address: “MODEL YACHTING.” THE MODEL YACHTSMAN, MELROSE HIGHLANDS, MASS., Golden House, Gt. Pulteney Streer, U.S.A. LONDON, W.1 = | The Model Yachtsman. a TWELFTH et we ee ee September 1930 YEAR = . SEPTEMBER SSS 11-0 a.m. to 9-30 Daily. 4th—13th, 1930 Admission: ONE SHILLING (Tax included) SS All model yachtsmen should make a point of seeing this wonderful Show. In addition to a representative exhibit by the Model Yachting Association, there will be a first-class display of model steamers, power boats, historic ship models, and mode) sailing yachts of all types. In the Competition Section a special Cup is offered historical sailing ship model. —— zis OG OO AAS ST VY ROYAL HORTICULTURAL HALL, Westminster, London, S.W.1 SS 7. en SSS Se — rr ‘THE MODEL ENGINEER’ for the best Full particulars from THE EDITOR, “THE MODEL ENGINEER,” 66, FARRINGDON STREBT, Lonpon, Bf.4, W. J. DANIELS, Designer & Builder of Scale Model Racing Yachts Established 1906. Designer and Builder of “ALBION,” “A” Class. Winner of Bradford Cup 1929 and 1930 British and International Championships. ro Sarees Glenham Open Challenge Cup, 1930 Serpentine Open Challenge Cup, 1930 Designer and Builder of “PLOVER,” 1