The Model Yachtsman: Volume 3, Number 7 – October 1930

GOLDEN HOUSE, GREAT LONDON. PULTENEY W.1. STREET, October 1930 The Model f {NY Yachtsman. f SAILS of Best Union Silk in 3 Grades SALES AND WANTS. Flags & Pennants Advertisements wre inserted in-these columnact the rate of One Penny per word; minimum charge for advertisement any size and design. One Shilling. Sizgle letters or figures are charged as words, and @ compound word as two words, The advertiser’s name and address are charged for A charge of 6d, extra to cover postages is made for *Box’’ Replies, appear care of these offices, at SAIL CLOTH The following words must the end of advertisement; ‘“Box——, ‘Model YashismanTM’ Offices, for which usual rate per word will be charged. When (Advertisers need not include our full address). repiying envelope: to Advertiser, «a “Bex Ne” Advt., address your Box——, “l’ha Modal Yachtsman,”’ Chas. Golden House, Gt, Pulteney St., London, W.1. Advertisments for theese columns must be aecom- panied bya remittance, either by Postal Order or stamps, and addressed to the Advertisement Manager, “The Model 8, Ullswater Rd., Yachtsman,” Golden House, Gt. Pulteney St,, London, W.1. Announcements must reach these offices not later than the 10th of the month preceding the month of issue. ising Boats for Sale or These will be colussified under their separute headings; unclassed FOR SALE. L.W.L. 40in. 12-RATER MODEL CUTLER. Automatic Fin Keel. Sail Area 1872 sq., in. perfect built Norwood, §.E.27: Models, and articles other than Boats, wider Miseellaneous. Rudder, West In advert- Wanted advertisers should state, where possible, “Class of Boat.” Drown, construction. New. . Py a > VV. H. Bauer’s Tested. £30 or reasonable offer. Mills, 25, Central Road, West Didsbury, Manchester. Model and Yacht Repair Fit-out Service. Sails Fittings Spars Steering-Gears & Accessories for all ‘¢‘Model Yachtsman’”’ Prize BOOKS. We can obtain any and other designs. Books for TO readers, whether in our Library list or not, enquiries. name send Where us_ Send your ORDER stamp for ONLY!! price List. possible the of Publisher should be Workshops: given. 237, Goldhawk Road, ‘*Model Yachtsman’’ Offices. V London, W.12 THE MODEL AYACHTSMAN| | “a teen ——_— A mor… No. a ~~ MONTHLY MAGAZINE FOR MODEL YACHTSMEN. 7. OCTOBER, THE M.E. 1930. EXHIBITION. September 4—13. The Medel Power Boat Association not display of model power craft. some previous years, but they certainly included amongst club exhibiting other was the The only power boat Ilford exhibits, ee most interesting one. We are not sure whether the marine exhibits were quite as numerous as in some very fine work. were exhibiting this year, and we missed their usual fine staged M.P.B.C.. the which, model steam ee A° usual, the annual exhibition organised by our contemporary, the Model Engineer, was a destroyer, “‘ Tyrant,” and the metre steam launch, and Club exhibits, the Model Yachting Association was conspicuous. The exhibits included ‘ Albion” (A Class), fresh from her international victory, and a marvellous display of the cups she has won In the loan interesting very lovely This was prisoners section models. little of made war. were a particular model probably of there In an by This number we noticed 84-gun one little a warship. of the model of French has been during the two seasons she has been afloat. “ Flying Cloud ’’ (10-rater) was also shown. She is a sister exquisitely restored and re-rigged, and we under- ship re-conditioning her. to ‘Flying Spray,” published in THE MODEL whose designs were YACHTSMAN early in the year. There was also a nicely planked little boat, built from the lines of the Lorne Corinthian Dinghy, which butter Mr. W. model J. we also published. in course Daniels, A bread-and- of construction, also created a good lent deal by of interest. A model of rather different character was a charming Spanish Galleon (16th Century). exhibited by Mr. W. H. Bauer. This keautifvl little ship was constructed from the designs given in the first volume of Captain McCann’s_ beck (see advertisement in the Model Yachtsman’s Library). There was also a poster showing the new pond at Fleetwood as it will appear when completed. The walls of the stand were decorated by a selection of charming clipper ship pictures by Mr. J. FE. Ccoper. stood that two years was spent on ily le Society the ae onal dicen spell Mt | fA tina to task of In the competition section there were a number of good things. A model of H.M.S. 2nd Cruiser “* Hawkins,” flagship of the Squadron, 10 ft., was shown on a scale by Captain T. of 1 inch= W. Wall. Had we not been told that Captain Wall wes a cavalryman, we should have suspected him of being a naval officer, as his model betrays such an intimate knowledge wonderful of naval model ships. and even the Carley equipment; and even secondary and Every is complete. detail The ship’s of this boats, floats, have their correct the breech brocks in her anti-aircraft armament work correctly, and her paravane gear is equally exact. The hull of the ship is planked wpin narrow planks, and is a very nice job. It must have been very a Seales’ ab 6 Bogen he devoted oe section a) the en “ Spruce.” In 152 The Model October 1930 her machinery removed and been converted into a show model. This is one of the most complete models we have ever seen, and was built from the original blue prints from which the ship was An iron sailing ship, the ** Palmyra,” formed the subject of a fine waterline model by Mr. 8. Rowland. Another sailing ship model shown was, obviously, the work of someone familiar with sailing ships, but was not such a fine piece of work. The blocks were disproportionately large, and the upper yards constructed. too heavy. far from easy to do this properly over her blisters. Originally fitted as a working model, she has had Her builder is heartily to be con- gratulated on a fine piece of work. It is not often that a lady takes to marine modelling with such complete success as Miss J. E. Hughes. Her little waterline model of H.M.S. ** Hood” was one of the nicest little models of its kind that we have seen for many a long day. A most interesting exhibit was the hull and machinery of a working model of an “* A”’ destroyer, by E. F. Truscott. When complete with her upper works, this little ship will have a displacement of 31bs. 3 0z. She was shown without her upper works and funnel casings. This is the smallest turbine job that we have ever seen. Her main engines (port and starboard) consist of two tiny turbines of less than the size of one’s thumb nail. These are of the impulse type, surface condensing, driving twin screws through single reduction gear. Her centrifugal pump is also turbine driven. She has two Yarrow type water tube three-drum type boilers, fired by vapourised spirit, and develops a working pressure of 90 lbs. She has only been tried on a miniature lake, about 30 yards long. but developed a speed of over 3 knots. We understand that her construction has taken over five years. The propellers can almost be blown over, so easily does she run. To make such tiny turbines, and get them to work satisfactorily, is a very marvellous feat of model engineering. Another fine working model was a large model of a fiddle-bowed steam-yacht, entered by Dr. C. Napean Longridge. She was accidentally damaged in transit, unfortunately. This model gave one the impression of a_ beautifully-kept real yacht. Her builder was also responsbile for a fine compound steam engine, which was shown next the yacht. We also noticed a fine model of the old R.M.S8.P. Company’s 8.8. “ Trent.” This model was also very complete. There was a painstaking model of the We also noticed a model of the “ Revenge,” in which the guns on the upper deck were than those carried on the lower deck. We that the scheme of painting carried out was to the original, but it would almost give heavier believe correct one to think that the camouflage (or dazzle) painting used Another excellent model was that of H.MLS. ** Renown,” exhibited by Mr. H. V. Davies. = Yachtsman. same company’s “ Asturias,” shown near the ‘ Trent.” This was a working model] driven by electricity. Her name was not too well put on, but why was the Red Ensigns at the gaff and flagstaff half-masted ? Mr. C. J. Hampsheir was responsible for another of the exquisite little models for which he is famous. The subject on this occasion was the White Star liner, ** Britannic.” Amongst the sailing vessels we observed a delightful model of a frigate of 1757 a.p., by Mr. R. W. Prance. This was a charming little piece of work on which her owner is to be congratulated. in the War was no modern invention. Amongst other models there was a nicely built hydroplane hull, by Mr. W. J. Plater. She was shown in an unfinished condition. She had a very interesting bow section, and should start to plane at comparatively low speeds. Both forward and after planes had a considerable V in the section across the bottom, and the step seems a little low at the chime. She should have a low planing angle and prove steady in running. We should have liked to see an overlap at the step. Every designer aims at getting a very high potential speed in a racing hydroplane hull. The high powered modern engine is usually capable of greater speeds than the hull will permit, with the result that the boat is driven beyond the limits of stability. What the designer has done in the case of this particular hull is to reduce the lifting power of the forward plane deliberately in order to keep the boat at her designed planing angle when all-out, and at the same time keep the balance between the planes and a correct position for the c.g., whilst maintaining the ability to plane at comparatively low speeds. The hull is a daring conception, and her performance will be watched with interest. The design is so novel that it is hard to forcast her performance. The hull was fitted with a partly finished plant, — made by Mr. E. T. Westbury, that looks like being a nice little job when finished. On the trade stands we noticed a very compre- hensive range of sailing craft and speed boats hulls, shown by Messrs. Gamage, including a boat to the new M.Y.A., 36-inch restricted class. Generally speaking, model yachts sold by the large stores, have greatly improved during the last few years, and the needs of the rising generation in this respect are better catered for than in the past. Messrs. Bond’s, of Euston Road, showed an excellent range of real model yacht fittings, and Messrs. Stuart Turner their usual lines of petrol and steam engines. It is impossible in the space of a short article to do more than touch on the many beautiful models that were displayed at the Exhibition. We were sorry not to see an exhibit by the M.P.B.A., as this stand was always one of the most interesting in the show. October 1930 The Model Yachtsman. In conclusion our impressions at the show may be summed up. Whilst all types of modelling are on the increase, marine modelling of all kinds in particular shows the greatest advance. On the sailing side the greatest demand seems to be for craft about 36 inches over all, though it is also good to find a healthy demand for A Class, 6-meters and 10-raters. There is also a great and growing interest in historical models and models of clipper ships. This is not a passing craze inspired by the vogue for decorative ship models, but interest in the phase of history represented by the sailing ship era. Power boating is also growing, but here the interest centres in the speed boat, particularly the metre petrol type. With LOAN certain notable exceptions, EXHIBITION 133 the prototype steamship and motor vessel modellers. seem to be building more show models and less working models. When one considers that in running the work of months may be irrevocably damaged in a few seconds by collision, one can well understand this. Another point is that in the working model it is also difficult to sufficiently insulate the machinery to avoid damaging paint and fittings. Amongst the visitors that came to the Model Yachting Association stand were Princess Bibesco and Mr. Gordon Selfridge, who were particularly interested in the system of bread-and-butter construction, and Sir Edward Barry, who was keenly interested in the plans of the * Lightning,” which appeared in THE MODEL YACHTSMAN. OF PERIOD MODELS. November 3—15. A Loan Exhibition of Period models is being held at Dudley House, Park Lane, London, in aid of the Central Club and London Clubs of the Y.W.C.A. The organisers are Lady Ampthill and Lady Olga Montague and Miss Terry-Lewis,to whom we are indebted for the followieg information : Although this is not a ship mode] exhibition, but an exhibition of all kinds of models of historical interest, a section is included embracing a small chronological exhibition of interesting ship models. In selecting these models we have been desirous to show, not only the model maker’s art in the four centuries represented by our models, but also the craftsman’s art represented by the Sailor’s model_ and models made by the French prisoners of war. Of ** the Great Harry,” the first ship of the British Navy built by Henry VIII, we only have a modern wood panel; and also a modern reproduction of a battleship of Queen Elizabeth’s day, as no contemporary models exist of such early date. Lord Sandwich is, however, lending us contemporary models (1665) of the battleship ‘‘ Sandwich,” and of the hull of the Royal Yacht ‘ Fubbs,” late 17th Century. From his collection also comes a fully rigged model of a 50 gun battleship of Queen Anne date and a case containing models of ships of war in different stages of construction, each about 2 inches long, prepared for a visit of King George III to the dockyards. We are promised a wonderful French Frigate by the Worshipful Company of Fishmongers’ made from the mutton bones of the prisoners’ rations ; and other bone ship models fully rigged with human hair and carrying paper sails, of French three-deckers of 90 guns; an English Frigate of 70 guns ditto; a pair of bone models of English First-rates of 110 guns, with the very interesting and unusual feature of furled silk sails, are being lent by Mr. Arthur Pyke, who also sends, as a model of an East Indiaman, a very fine wooden model carrying reefed top-sails. This is a 4 ft. model probably rigged by seamen _ who served under the East India Company’s colours: (Cirea 1850). From Captain Schweder come models of great. interest, i.e., a 110 gun three-decker, 1790; an ivory three-masted revenue lugger, and a_ topsail Schooner, 1800; an ivory fully-rigged Frigate, 1770; an ivory 42 gun Frigate full rig,, 1790; a brig steam tug, 1840; and of a clipper ship, * Minnie,” of London, 1860. Mr. Robert Spence lends us a ship model of James II period and a French ship on the slipway; and the evolution to steam is shown by H.M.S. Albion, graciously lent by His Majesty the King; H.M.Y. Fairy ; and the * William Fawcett” model for the first P. & O. Liner, 1837. Other models of interest are being lent by Miss C. Dorrien-Smith, Lord Pembroke, The Walker Galleries, Mr. Radclyffe, Mr. Nyburg, the Hon. Sir John Ward, the Lady Susan Birch and others ; and comprise not only model ships in wood, bone. ivory, glass and wax, but also models of lightship, lifeboat, lighthouse, dockyard, slipways and of Wapping Stairs in its heyday. * * * * * * This exhibition is an opportunity for the ship modeller to examine a collection of choice specimens. of period models of ships. As will be seen, these are all from private collections and are not ordinarily available to the general public. The Secretary of this exhibition is Miss L. Terry Lewis, Shelley House, Chelsea, London, 5.W.3, from whom any further particulars can be obtained. —— 134 The THE Model October 1230 Yachtsman MODEL POWER BOAT GRAND REGATTA, ASSOCIATION’S 1930. By C. 8. Cowprr-EsseEx. iP ry writer begs his reader’s indulgence for any The next item on the programme—by no means the least important—was the lunch interval, a most excellent repast being very kindly provided by Mrs. Jackson, to which a number of those who were comparative strangers to the Victoria Club’s water were very kindly invited. Amongst others, these included the French Team, Mr. and Mrs. Harris, Mr. Teague, of ‘‘ Incubus” fame, Mr. and Mrs. Cowper-Essex from Ambleside, and Mr. Cooke, of Messrs. Stuart Turners’. errors which may have crept into the following account of the Grand Regatta,held at Victoria Park, Hackney, on Sunday, September 14. His only excuses are that he has had no previous experience of “reporting,” and was struggling with his own boat some of the time. The weather was rather cold and dull, but the hot weather experienced at the last few annual regattas * could hardly be expected to continue indefinitely. Mr. Jackson, the Secretary of the M.P.B.A., is a very efficient regatta organizer, but cannot be held responsible for the vagaries of our climate. During the lunch interval, speed trials were conducted round the pole. The fastest time recorded was by Messrs. Skingley, whose * Cissie ” did three laps in 28 3/5 secs. The first event commenced at 11.30 a.m., and consisted of a straight race of 100 yards, in two classes—Metre boats and those of greater length. The “ strait and narrow path ~ proved, as in previous years, somewhat difficult of attainment, and many boats wandered to port or starboard. In the Metre class, Mr. Harris came in first, and Mr. Skingley second. The over-metre class was won by Mr. The first event after lunch was the round-the-pole race for the ‘‘ Colonel Cowper-Essex Memorial Prize.” In this race the conditions are the same as in the International, excepting that the engine capacity is limited to 50 c.c. instead of 30 c.c., and either hull or engine may be purchased. The order of winners in this race was as follows : Pierson, and Mr. Vines took second place. Boat. The next event, which might be termed the piece de résistance of the day, was the International speed event round the pole. A distance of 500 “Windy” Harris. ** Nickie IT’ Suzor. “ Dusty” Messrs. Skingley yards, in 100 yards laps, had to be covered, and two starts were allowed. Our friends from the Continent appeared in force this year with three boats. M. Suzor, with ** Nickie II,” Mr. Pierrugues with ** Miyou II,” and M. Guigot with ** Mouette.”” The latter, however, was a displacement boat for steering work, and did not enter this event. | A large number of craft entered for this race, and there was much speculation as to whether the Cup would remain with France or be secured by England, as both M. Suzor and Mr. Harris had previously attained speeds of well over 30 m.p.h. Several craft, of which great things were expected, only put up moderate performances, being held back by leaves, carburation trouble, and other unforeseen circumstances. Eventually it was found that M. Suzor was again the victor, and Mr. Harris a very close second. Boat. Owner. Time. Speed (M.P.H.). en oe ee ee “Nickie IL” Suzor. “Windy” … Harris … 392/5 secs. … 401/5 secs. 25.957 25.952 Some amusement was caused ,by Mr. E. West- bury’s “ Also Ran,” who tied herself up in knots and remained stationery, buzzing like an infuriated wasp; and Mr. C. 8S. Cowper-Essex’s ** Pixie IIT,” which started off at a good speed, and then, becoming shy of the spectators, vanished to the bottom of the lake ! Owner. ~ Time. Speed (M.P.H.). 501/5 sec. 20.373 52 3/5 secs. 19.443 55 secs. 18.595 A thrill occurred here as M. Pierragues (‘* Miyou Il”) tied with Messrs. Skingley (*‘ Dusty’’) at 55 secs. On being re-run, “* Dusty ** succeeded, and **Miyou IL” failed to complete the course, thus leaving Messrs. Skingley in the third place. The final event was a steering competition open to any type of craft. These varied from tug-boats to hydroplanes, and from steam yachts to cabin cruisers. Some very fine modelling was to be seen, and among the finest specimens one might mention Mr. Phillip’s S.Y. ‘* Willeth,’’ Mr. Butler’s “ Mary Dean,” and Mr. Mors’s “ Belle Morss.”” The winners were: Ist, Mr. Vines’ 1}-metre steam hydroplane; 2nd, Mr. Butler’s “Mary Dean” ; 3rd, Mr. Phillips’ S.Y. “* Willeth.” A diversion was caused during the steering competition by some water fowl, which suddenly appeared from nowhere and held a rival competition right in the middle of the fairway ! This ended the actual competition and a move was then made to the club enclosure, where the prizes were presented by Mrs. Cowper-Essex. Besides those previously mentioned, there was a prize for the most spectacular boat, won by Mr. Butler with his “ Mary Dean,” and two prizes for the ladies who made the nearest estimates of the time taken by the winning boat in the International October race. 1930 These were awarded to Mr. Oakleys, who estimated 39 secs., and Mrs. Harris, whose estimate was 40 secs. M. Suzor made a short speech, in which he thanked the Association for its reception of his colleagues and himself. Mr. Jackson, replying on behalf of the M.P.B.A., complimented him on the rapidity with which he was getting a grasp of the English language. Mr. F. J. Pierson, the vice-president of the V.M.S.C., began his speech in a humorous vein by saying that he knew what Mr. Jackson wanted him to do, and that was to pat him (Mr. Jackson) on the back. He went on to add, however, that a pat on the back was what Mr. Jackson had richly earned, and that the Association’s best thanks were due to him for the splendid day they had all enjoyed and for the regularity with which all the events were run off, which was due to Mr. Jackson’s excellent organization. dently shared heartily. Mr. by 135 The Model Yachtsman. Pierson’s sentiments the crowd, which were evi- applauded Thus ended a very fine day’s sport that will, the writer feels sure, remain a very happy memory for a long time to come to all those who were fortunate enough to be present. From the speed-boat fan’s point of view, the following boats may be found of special interest. Steam. (1) Mr. Vine’s 14 metre hydroplane. Noteworthy for her beauty of form and straight running ; a boat with a very consistent performance. (2) Mr. R. C. Marshall’s ‘“* Daphne.” A_ blue metre Sharpie, with a very well thought-out threecylinder radial engine, with vertical crankshaft mounted forward. This is of 3” bore and stroke, and is supplied by a ** pot ”’ boiler. I.C. Engines. M. Guigot’s “‘ Movette.” A displacement boat with a twin-cylinder vertical aircooled engine. The latter, it is stated, was built in 1913. It is fitted with automatic inlet valves in the induction pipe and exhaust. valves, rocker operated, in the cylinder heads. M. Guigot demonstrated its easy starting qualities by merely turning the flywheel round slowly by hand. Mr. French’s * Louise’ is another boat of handsome but extraordinary appearance. She is fitted with a twin exhaust port 2-stroke engine of her maker’s own design. The deck has practically no sheer, or rather reverse sheer; but in transverse section approximates to a semi-circle amidships, flattening out somewhat towards stem and transom. In this fashion the deck is brought right down to the chine and floor—there are no topsides. The underwater body is flared forward, and then runs out flat at the step, which is very far aft. Abaft the step, the shape is convex in cross-section to the transom. This boat has only recently left the stocks, and MrFrench was unfortunately unable to start her, so her capabilities remain to be seen. The principal methods of starting I.C. engined boats appear to be as follows :— (1) By round leather belt ina V-pulley on flywheel. (2) V-pulley with backed-off notch to retain knotted end of string, which is then wound several times round the V and given a jerk. (3) Same as No. 2, but with V pulley incorporating a freewheel. (4) By cycle freewheel sprocket attached to apparently peculiar to flywheel. (5) An arrangement, Mr. Harris, who applies a modified hand-drilling machine to his propeller boss, and starts the engine via the propeller shaft. Mr. Cowper-Essex’s ** Pixie III ** was mounted in a cradle with a hinged cross-bar, which crossed the cylinder head. This was tightened down by a quick pitch wing-nut. The cradle had projections each side to stand on, so that the boat could be started without an assistant, M. Pierrugues with ‘‘Miyou II.”’ Apologies are due to M. Pierrugues for removing his beret. In the background is M. Guigot. and subsequently 136 October 1930 The Model Yachtsman. quickly withdrawn from the cradle. The starting stress being taken off the hull by this arrangement. The writer noticed that two-cycle and four-cycle engines seemed to be about numerically equal. Probably the controversy between the champions of each type will never end. At present, the French and English champions favour the two and four-cycle engines respectively, while the boats most nearly approaching them in speed appear to be mostly two-stroke. In conclusion, the writer would like humbly to enquire : Whether M. Suzor considers “ Nickie Il” had “exceeded her speed limit *» when she capsized ? Whether M. Pierrugues thinks *‘ Miyou II” would do with a little more beam at the stern ? Whether the above two gentlemen have cause for satisfaction concerning the universal joints at their propellors ? And why a scale “model steamer towards the other end of the lake ? ‘*Nickie II’’ at speed. HOW TO BUILD THE STEAM Part EFORE starting to build a boat very careful consideration should be given to the circum- stances under which she has to work. If the lake available is a small one, and there is no boat house near it, then a metre boat is about the thing required; but with a tair-sized pond, and the desire for a fast and straight steering boat, the one about to be described should be found to be satisfactory. This boat is the last of a series of four, and a short account of how the design came to be evolved may be of interest. The writer obtained from a friend the lines of a 1} metre boat by Mr. Brierly, and these were altered to give a boat 4 ft. 6in. long by 9in. beam, but of the same draught and freeboard as the bigger boat. This, of course, entailed the making of an entirely new drawing. This boat was most successful from the point of view of steering qualities, but she only did 8!, miles an hour, and the writer wanted ten miles an hour ; so another boat was built to Mr. Brierly’s design and new machinery was installed. This boat proved to be very fast, she did well over 11 miles an hour, but was most unstable at LAUNCH foundered “HELEN.” By Joun WALLACE. do anything in the steering competitions, and was also scrapped. All of these three boats, when viewed from the broadside, showed a curve in the hottom from the deepest point to the transom. It was thought, rightly or wrongly, that this curve was the cause of the boat squatting and lifting her forefoot clear of the water. It was therefore decided to build a boat which should show a perfectly straight rise over the after end of the boat. The moulds of the 5 ft. boat were altered to give this, and the length was extended to 5ft. 6in., so that she should have a longer floor and increase her power to resist the re-action against the torque of the propeller. The same machinery was used, as it was considered to be quite powerful enough for the job. This boat has proved to be a fair good steering boat, she has never won a steering competition, but has been second on a good many occasions. She also achieved ten miles an hour in the speed competition, lowering the previous record of 16 secs. for 75 yds. to 15} secs., and managed to pick up sufficient points during last high speeds, and her steering was a perfect night- season to be Club Champion. mare to the wretched owner. In the drawings the cross sections, Fig. 2, are shown larger than the sheer and deck plans, Fig. 1; but as a scale is given with each it should not be difficult to lay the lines out to full size. In the writer’s opinion, the best way to do this is to get a piece of board, 5ft. 6in. long by about 7in. wide by Lin. thick. This should be planed up smooth on each side and one edge dressed up quite straight. The half deck plan and lines can be laid off on one side and the sheer plan on the other. Eventually she hit a big concrete block which is just submerged in the lake, and the rudders catching this block were forced up through her bottom, so her day’s work was done. It was then decided to build to the lines of the 4 ft. 6in. boat, enlarging them to 5ft. Oin. by 10in. beam. The same machinery was installed. This boat steered a shade better than her predecessor, and was just as fast, however she failed to October 1930 The Model Yachtsman. The full size cross sections should be done on drawing paper, half sections of the fore body on one side of the centre line and the after body on, 137 Do each section on a separate piece of tracing paper. Having got all your sections traced out you the other side as shown. should get an old tea chest from somewhere, because Having got your cross sections drawn out correctly and faired with the* lines, take a piece of tracing paper wide enough for the full section, the three-ply wood of which these are made is just pin this on top of the drawing and mark on the vertical centre line and the water line right across the paper, then trace in the half section; having done this, remove the tracing paper and double it over at the vertical centre line taking great care to see that this line is exactly where the paper is doubled, and also that the water line tallies on both sides. When you have got this right, then trace in the other half section, and the result: will be the whole section perfectly even on both sides. the thing for the moulds. You can mark the shape on to the wood by using vour section tracings and a piece of carbon sheet. They should then out on a fret work machine if possible. has a friend who does his in a very short time. The stem is best cut out of a piece of ,, in. brass: sheet, and should be carried along the inside of the boat for about 6 in. A small brass plate slotted. to take the stern and shaped to fit the shell plate can be soldered inside the boat after she is plated up. The transcm should be cut from XXXX tin and. flanged over the transom mould which is cut}, in- = Z ZL L ‘ ” Zz rs LZ 9 pe 3 Boov PLAN. Tae. 2: Scale Inches. ‘ LLELILLISL \ L 2 9 )aS (ae SE re} be cut. The writer aI 138 ee ee ey board being painted with burnt Sienna to repre- ‘ The inwales are of ; in sq. Ash, and should be doubled from the fore end of the well to the transom, otherwise the tumble home of the after sections cuts it away almost entirely. The inner piece should be screwed to the outer one. sent mahogany. The decks are lined as if it was planked and then varnished. They are fastened down with 2in. No. 1 brass screws spaced about lt in. The combings of the well are { in. Ash, and the knees are of the same wood. The plating is best made of XX XX tinned charcoal iron, as it is more ductile than the ordinary tinned mild steel. The easiest way to plate is to carry the plates right round-from side to side at the moulds. There would thus be 12 shell plates and the transom. You can either lap the plates starting from aft, or you can put butt straps on The writer thinks that the drawings make every thing fairly clear, but one or two tips may not be amiss. The drawing board previously mentioned was used for setting up the moulds. They had a piece of wood screwed to them at the top, and were then fastened to the building board by screws which should be put through the board and screwed each section. sure that your plates do not meet; they should be into pieces of wood on the mould. If this is not done you could not get the moulds clear of the 3h in. short so that you have that space between each set of plates. You can then be sure that you point to watch. If vou decide to use butt straps be The plating is fastened to the inwales by No. | } in. wood screws spaced about every inch. The drawing, Fig. 3,” gives a general idea of how the plating goes, and shows the stiffening pieces of 18 S8.W.G. brass to take the screws for the fin; also the cross floors of angles made by bending pieces of the tin of the same thickness as the transom. Fig. 4 ‘shows the stern tube, which is simply a piece of | in. copper tube soldered into a block of brass and screwed on to shell and then soldered. Fig. 5 is the thrust block, which is fastened in the same way. Fig. 6 shows how the rubbers are housed. These are of 18 8.W.G. brass fitted into } in. dia. brass shanks, which are sawn down to take the plate ; they are then riveted and soldered. The fin is a piece of plane tree and is * in. wide at the top, and tapers to ! in. at the bottom; it is stream lined aft and slotted to take the stern bracket, which continues the stream line. Fig. 7 shows how this is done. As the engine and boiler are fastened to a loose bearer frame, fittings have to be put into the hull to fasten it down. These are It is a great advantage to take in one piece, because even in minor defects develop, and by you can get the whole lot out in shown on Fig. 8. out the machinery the best of boats having this bearer less than a minute. If anyone building from these plans sticks to the sizes given, the whole of the plant can be placed a The suction pipe for the feed pump is shown at Fig. 9; it is connected to the pump with a small length of rubber tube. The discharge over board <= ey eer ede pr = va i pena es a a lS nS Bet iS ee ee . where it is shown, and the boat will float at her designed water line. timate a El ; The decks are of } in. yellow pine, the covering small round the bottom and sides. The top should be left high enough to take the camber of the deck. get the soldering properly into the joints, which you cannot do if the plates fit tight. The writer’s boat has one weak spot owing to carelessness on this point. ri October 1930 from the pump by-pass and the bilge ejector are also shown ; but it is better not to drill these holes before the engine is fitted into the boat, as they must be in approximately connections. the right line with their board after plating. This is a most important To get the shape of the plates, by far the easiest way is to make templates of very stiff drawing paper. Make all of them before you put any plates on and check each one as the plating proceeds. It will be found necessary to hammer the plates a little to get them to lie even and also to take the sweep of the lines. This is best done with the pea end of a very light hammer. The bow plate should be left about. ,j; in. short of the forward edge of the stem to which it is soldered. It is then best to bend a piece of brass one-fortieth of an inch thick round the stem and plates, carrying it along the boat’s bottom for about 3in. This is the most difficult operation of the whole lot, but by being patient and annealing the brass several times it can be got quite neat. After you have got your hull all ready to fit the decks, you should rub down the outside with very rough emery cloth, No. 3 is best, to make it rough. Then give it two coats of a good lead paint, doing your best to give a very rough finish. The reason for this is that it makes a key to hold the surfacer. When your paint is quite hard cover the outside of the hull with any kind of good filling or surfacer, which should be put on as thinly as is possible to get the correct sweep of the lines. You will probably have some hills and holes in the plating which need correcting; at any rate the writer always has, and if any of them are pronounced the surfacer may be quite thick at these points. Where this occurs build up by thin layers; do not put it all on at once, because it dries on top and the bottom stays soft for months. It is best to paint the boat a dark colour inside and then varnish it, giving several coats. The outside should be rubbed as smooth as ever possible and varnished after painting. When the varnish is quite hard, rub it down with pumice powder and water. A good skin is essential for speed. When setting up the moulds you must remember that only the midship section should have the centre of its thickness on the division line. All the forebody sections should have their forward face, and the after ones their aft face, on the line. October. 1930 The Model Yachtsman. When the deck beams are put into the boat it will be found that there is a want on the inner side of the inwales, so just glue on some thin wood (the sort they put in the back of picture frames is alright) 139 It is worth while to take a good deal of care when Just a word about the rudders. It is very important that there should be no chatter about these, therefore make the shanks a tight sliding fit in the trunks. The tiller pins must be a close fit in the yoke, and the worm should fit closely to the housing. If these points are all correct the clenching nut on the worm housing will make all putting on the after deck so that it shall be quite secure. and when they are set shave them down to the correct curve. The deck screws keep all snug. water tight where it meets the deck. When stopping Although the boat the water rushes over the deck, and if it leaks you get a lot of it into the boat. The designed displacement is about 30 lbs., but if the hull is skilfully made she will not weigh as much as that, probably about 28 Ibs. The writer has never had the original weighed. but thinks that she weighs about 29 to 30 lbs. He, however, knows that there is far more surfacer on her than should have been necessary with good plating. has never won-a because portly, middle-aged gentlemen like most of if she gets badly off her line. For this reason the writer can confidently recommend this design because it has been well tried. If there is any point which the drawings do not make quite clear the writer will be pleased to supply The staffs are | in. dia. further details. Next month it is proposed to deal with the machinery. Thev are tapered to near the top and a ball end formed, (To be continued.) A hole is drilled through this to take the halliards and a small brass cleat soldered on near the bottom of the staff. A brass name plate is screwed to the Owing to lack of space, it has been necessary to hold certain illustrations to above article over until our next issue, transom. i } \ ,! 6 Yen 1 Diary Brass Plale 1B SMG, eee -~ ae Bes ee : Pe fer fe 7a Brass aay Feercun | This hevgtt 1 be gor on Yok | Geav — fe N’6 — facls. _ or lange braxe4 fo Nye | 78 SWG Brass k perl o |} e Lenght fe be J, pran€ Tule 2 Pm i) | Brass Tiffers 0 2 Shot steering our members cannot run fast enough to stop her Whitworth and fastened to the deck with small brass wire screwed at the bottom end. boat or even 50 points out of a possible of 60. When you get up to such speeds as ten miles an hour a fairly trustworthy boat is almost a necessity, The only deck fittings are little turned sockets for the jack and ensign staffs. These are tapped } in. cup-headed brass screws. this competition, that is not her fault. In the hands of any of our experts she would do well, and even in the owner’s hands has several times scored 40, 45 | Soft soldered Tube sae 4. f here, cS . 7 ’ Rudder Trunks a i Se er a es a i at The THE RELATION Model Yachtsman. OF THE FULL-SIZED October 1950 MODEL TO THE YACHT. By W. J. Dantes. Ty HERE can be no doubt that the impulse behind all model men, be their interest power, is the desire to advance the efficiency of their particular devotion. in sail design or and That which suits for a model cr miniature, to be more correct, is not of necessity either expedient or practicable for an enlargement ; and whilst the uses of models in many channels of research have already been of great practical value, it is only when proper consideration is given to everything governed by natura] law that experiments by use of models can be reliably instructive. In engineering it is common knowledge that boiler and engine must vary in their respective capacities according to scale, and the variation necessary is capable of exact measurement; but the allowances that have to be made in sailing vessels of different sizes open up a much larger field for research, as the matter is not only more complicated, but also dces not lend itself to such definite measurement. Apart from the question of correct functioning, there are the further difficulties of construction, which often render an exact enlargement impracticable. We will, therefore, deal with the question of the practical uses of model sailing yachts and the extent to which experiments with them may give useful guidance for full-size sailing craft. The novice generally assumes that if he reduces the dimensions of a given design by half, that everything is divided by two. It must, however, be remembered that in the hull you have length, depth and breadth. A box that measures 2’ on the edge and is a cube, will hold eight boxes 1’ cube ; and, therefore, a model hull that is half the linear dimensions of another, will have only one-eighth the buoyancy and, therefore, only one-eighth the amount of lead in her keel. This is, of course, providing that the hull has been built relatively light, but in very small models it is sometimes impossible to do this. Again, in reducing the sail area you will be reducing length and breadth, which means that you will be reducing by one-fourth. Consequently, the ‘smaller model will not perform in the same manner as the large one, for the simple reason that the wind blows the same strength for both of them. In the same manner it is very certain that if a model is sufficiently powerful to carry her sail allowance a full-size boat to the same design would be too powerful. This is the reason why large vessels always have less relative beam and displacement in relation to their length. There is, moreover, another factor that must be considered, which is that the model yacht, owing to the lesser relative strain upon her, can be built with a larger proportion of lead in her keel as the hull need not be of so heavy a construction. Experiments show that somewhere in the region of a scale of 2” to the foot that the lighter construction and heavier proportionate lead keel gives the model about the same relative power to carry her sail, especially on inland waters where models are mainly sailed. Consequently, it is most important to choose a large enough scale for any experiments to be useful. In the International A-Class (or Y.M. Six-Metres Class) the models are only one-sixth of the full-size, and whilst I do not claim that they carry their sail as well as would the full-size, they are sufficiently powerful to enable varying hull designs thoroughly tested against each other. The model yachtsman must always to be remember that if he is to be of use in the development of yacht design he must get ahead of the big yacht designer, and this he will find very difficult to do. If model yachting is simply a hobby, the full-size designer will have the experience of perhaps as many boats in one season as the model man has in the whole of his model yachting career; but this need not deter him if he makes himself acquainted with what has already been done. Where the real usefulness of models may be found is in the study of cause and effect, and it is in this department that a thorough knowledge gives the possessor an immense advantage. A text-book on yacht design should contain more information on the features to be avoided than upon instruction in how to produce the design, as the many pitfalls that are open to the beginner are almost innumerable, and any of them are likely to entirely discount all the care and calculations that have been put into the development of the lines. One of our foremost large yacht designers has always contended that models are of very little use as a guide in designing the full-size boat. He instanced that he has known successful yachts that required an amount of steering impossible to contend with in the model. I can only answer this by asking October 1930 The Model Yachtsman. how much more successful those yachts would have been if the vice that needed so much helm correction had been eliminated. I maintain that their success 141 that in the perfection of hull form and correct arrangement of sail plans we can find a tremendous field for research. was in spite of this disability, and not because of it. It must always be remembered that a yacht is only fast in relation to another that is slower. I doubt if there is an instance of any sailing vessel that has not in due course been outclassed. It may be that the improvement in her successor is not one of actual hull form. Her superiority may only be under conditions of sailing that mostly prevail, and it is high average performance that tells its tale at the end of the season. A higher average performance may be obtained from a better choice of the relation of hull size to sail area and I do not think that models can be of great guidance in this department, as the success of a racing yacht will be largely governed by her suita- bility for the venue of her activities. The yacht that would win most races on the Reviera would find herself too tender for the average conditions that prevail in the Solent ; but, nevertheless, the yacht must at all times function correctly irrespective of her sail area and power, and it is this department of correct functioning that models can be useful. No yacht is right that will not sail herself to windward. I am fully aware that the helmsman of fullsize craft can, by continuous vigilance, keep his yacht sailing, but it stands to reason that if the yacht will not automatically adjust herself on the wind that there must be some influence tending to make her course a curve instead of a straight line. She follows the curved course because that is the line of least resistance. It may be either in the direction toward which she is heeled or away from it. If it is the latter, she will bring her sails’ head to wind, and stop ; but, if the direction takes her away from the wind, she will increase her angle of heel and further: develop this steering force by the increased speed gained from being off the wind. To overcome this steering tendency, either by helm or a false setting of the sails, is not to cure its effect. You are only getting your course at a still further loss of speed, both from the resistance of the rudder and inefficient sail trim. If a fault in design gives the yacht a griping the effect can be overcome by either tendency, putting the rig further forward or flattening the headsails; but as the degree to which she gripes will be in accordance with the wind force, and will never be constant, it is only possible to make this form of correction suit one particular wind force. Anyway, it is only a palliative and not a correction. This article is not intended to be a treatise on the elements of yacht design, but it can be plainly seen With the entire elimination of vice from the hull form it still remains to find the most efficient sail plan for the allowed area. It is not so much a question of where to put the mast as it is to determine the proportion of headsail to driving sail—this, of course, in conjunction with position of the whole over the hull. The mast position naturally adjusts itself when these other things are correctly determined. Suppose we take two models of full-size yachts and test them with the idea of finding which will be the faster in the full-size; we must give full consideration to the fact that the waves upon an enclosed pond differ from those met on the open water, and also that the tides play a very important part in the yachts’ performance. Upon a pond a model may never have to contend with the short waves formed by the wind against the tide. Two full-size yachts may come to a mark which they have to round, having sailed several miles together with the tide. Directly they have to stem it a marked difference in their speed takes place. Under certain conditions the heavier yacht with less sail may gain over the lighter one with more sail, or it may be the reverse. It entirely depends upon the strength of the tide and wind. If the wind is light, the heavier yacht which rounded the mark only at the same speed had, nevertheless, the greater momentum, and she may be able to maintain this momentum after rounding even with her smaller sail. On the other hand, if the lighter yacht has a higher potential speed and there is sufficient wind for her to develop this, it will give her the advantage. Relative power to carry sail can, of course, be calculated from the righting moment of the hull, and needs no model; but many big mistakes have been made in the calculations of displacement and lead keel, even by prominent full-size yacht designers. A model previously built would have been a great economy, as the alterations to the fullsize were very costly matters. There have also been full-size yachts built that were unmanageable, and this would have been discovered very quickly with a model. Furthermore, a yacht may have a vice, and in the full-size a considerable time may elapse before she meets the strength of wind that betrays it. Many will remember the ramming of “ Valkyrie ” on the Clyde by ‘“‘Satinita,” when the latter suddenly took charge. The German schooner, ** Germania,” also developed the same tendency on an occasion in the Solent, which nearly ended in disaster. I think it can, therefore, be safely claimed that models can be of useful guidance in designing fullsize yachts, but before you can determine by their use whether any design will be faster than your 142 Editorial. competitors+you;must have models of their yachts also. The first and most important thing, however, is balance, or to define it more correctly, the elimination of vice. In the racing model, success is depend- ent upon this to a value of about 95 per cent. ; and in present-day class racing the margin of error or fault in this connection will have its effect in spite of the ability of the helmsman. i \ } October 1930 The Model Yachtsman. The writer's experience has been that the pecularities of the model and the full-size are absolutely parallel with each other, the same general arrangement being most suitable in both cases. "I ee te (in A year ago the good ship THE MODEL YACHTSMAN shipped an auxiliary motor when we started our model power-boat section. It was only a low power motor, however, and we only gained a certain amount of power from it. The time has now come when we have decided to instal a much more powerful plant and make her a fullpowered auxiliary vessel. We hope to gain full benefit thereby. To translate our little parable—when we started our power-boat section it was only in a small tentative manner, but we are now in a position to cater much more fully for the needs of powerboatmen. We want their full support to warrant our having made this change and to help us to pay for the extra pages and illustrations. In other =e - ee ee ee ee words, we have provided the engine, and it is up to power-boat enthusiasts to provide the fuel to run her at full power. A WONDERFUL SILVER SHIP. The fashion nowadays is to decry anything modern and laud the antique. Undoubtedly, the silver- smiths of the middle ages were great craftsmen and the silver nefs that they made fetch very high prices. Yet not one of these objets dart can hold a candle for accuracy of detail and beauty of craftsmanship with the modern silver ship, of which we reproduce the photographs opposite. This perfect little model is 15 inches overall, and complete in every detail—note the sennet worked in silver wire at the top of the mainstay to prevent the main topsail chafing. Nor is this little ship merely a model and nothing more. She is a live thing. Her sails belly bravely to the fresh wind, which is sufficiently strong for her master to furl his main course, and see the life in the sun-lit water. See how the bluff bows pile up a bow wave while the square stern produces a sucking hollow astern! The whole vessel is a most artistic conception, and a wonderful piece of craftsmanship and modelling. And what more glorious ship could have been chosen than the “ Golden Hind” ? A ship whose name is blazoned in our marine history with those of the ‘ Revenge,” the “Victory” and the * Vindictive.” As a Britisher and a Londoner, I am very proud that this lovely little craft was fashionedin London by Mr. E. Dines, of 54, Hatton Garden, to whose kindness I am indebted for permission to reproduce these pictures. It will also be seen that we are now doing more for square-rig and prototype builders. We shall shortly be publishing our article on the Mount’s Bay luggers, which will be similar to the one that we have already done on the Yorkshire cobles. We have other good things in view for these readers. With these new developments we are not, however, neglecting our sailing men. The article by Mr. W. J. Daniels in the present number is a splendid one and provides food for much thought. We have other interesting articles to follow, also one or two good designs. During the recent M.E. Exhibition, the Editor was the recipient of a charming gift from a reader, Mr. C. Chambers, in the shape of a pretty little scale model of a Thames sailing barge, in a glass case. The little craft measures about 5?” overall, and is a very good model of one of these picturesque craft, the detail being very complete. The model was built from particulars published in 7HE MODEL YACHTSMAN. Needless to say, this was most appreciated, and she now occupies a place of honour on our mantlepiece. May we take this opportunity of thanking all those readers who have written to congratulate us on our Special September number? We can assure readers that we do our utmost to make every number a good one, and that with increasing circulation the magazine will grow and improve rapidly. THE EDITOR. 143 The Model Yachtsman. October 1930 THE “GOLDEN HIND.” See prye 142. 14h —ee Ae las pees a se 9 OVE EO ETT Br a ee oe ee ae ah —— —. th ee LONDON JOTTINGS. SURBITON M.Y.C. (Correspondent: A. J. CHIp.) During the past weeks, the interest in 10-rater racing round London has centered at the Rick Pond, Surbiton, and four well-supported events have been successfully carried through. It is interesting to record the success of the Long Pond (Clapham) M.Y.C., which has distinguished itself by winning two of these events, as Mr. F. King has carried off both the Wyvenhoe Bowl and _ the Surbiton Cup. SOUTH LONDON MLY.C. Forte Reviver Cup. This event was sailed on August 16, and attracted nine entries from the home club, Highgate M.Y.C., Forest Gate M.Y.C., Long Pond M.Y.C., and the Surbiton M.Y.C. Conditions were by no means ideal as the wind at times reached gale force, and even under their storm canvas yachts were frequently overpowered. After a keen race, * Lily B.”” (W. Bliss, F.G.M.Y.C.) succeeded in winning the trophy with 27 points, the runner-up being her clubmate * Dainty’? (H. W. Apling), “ Hilda” (F. King, L.P.M.Y.C.) being third with 24}. Wyvenhoe Bowl. The club’s annual race for this trophy was sailed on August 23, and produced ten entries from the Hackney and N.E. London M.Y.C., S. London M.Y.C., Forest Gate M.Y.C., Highgate M.Y.C., the Long Pond M.Y.C., and Surbiton M.Y.C. There was a moderate S.W. breeze, giving a beat andarun. “ Hilda” (F. King, L.P.M.Y.C.) sailed an excellent race and won on her merits with 40 points. The second boat was ‘* Golden Hinde ” (P. A. Watney, Surbiton M.Y.C.), and * Lily B.” (W. Bliss, F.G.M.Y.C.) was third with 33. The fifth round of the Stanton Cup was sailed on September 6. Four clubs competed. The race for the Surbiton Cup was to have been held on August 30, but owing to lack of wind had to be postponed until September 13, when the weather was most kind. Boats from Surbiton M.Y.C., Highgate M.Y.C., Forest Gate M.Y.C., S. London M.Y.C., and the Long Pond M.Y.C., faced the starter. A close finish resulted in the victory going to “ Hilda” (F. King, L.P.M.Y.C.) with 28 points, “‘ Golden Hinde ” (P. A. Watney, 5.M.Y.C.) being second with 25. Other scores were: “XLNC” (R. J. Edgeley, S.L.M.Y.C.), 244; * Betty’ (W. Emery, L.P.M.Y.C.), 19; “ Blue Bird” (F. Hodges, F.G.M.Y.C.), 16; “Sonia” (J. H. Everett, S.L.M.Y.C.). 13; “Lily B.” (W. Bliss, F.G.M.Y.C.), 123; “ Nirvana” (A. Whitcomb, H.M.Y.C.). 9; ‘ Albatross” (H. E. Andrews, H.M.Y.C.), 8 M.Y.S.A. (KENSINGTON). A handsome Silver Cup has been donated to the Club by its Vice-President, V. V. Graae, and-forms a perpetual trophy, open to any club, for the 18-ftr. and 6-metres classes. The race will be held yearly on the Round Pond, Kensington, and this year’s event is on October 4. The maximum number of entries from any club is six boats, and no entry fees are payable by visiting yachts. The race is sailed under M.Y.S.A. rules. In the event o fa large entry the match may be sailed in divisions, and the leading two boats in each division will sail a four-boat match to decide the placings. The club will provide prizes in addition to the cup. All competitors must have valid certificates of rating. A SOCIAL CLUB FOR LONDON MODEL YACHTSMEN. LONDON LEAGUE. There was a S.W. wind, giving a beat andarun. Result: South London M.Y.C., 32: Forest Gate M.Y.C. 42,; Highgate, 18; Hackney and N.E. London M.Y.C., 28. The highest individual scorer was * Blue Bird” (F. Hodges, F.G.M.Y.C.) with 25, followed by “ October 1930 The Model Yachtsman. Ruby ” (W. F. Shipley, H. and N.E.L.M.Y.C.) with 20. Aggregate scores to date are: S.L.M.Y.C., 165; H.M.Y.C., 1183; F.G.M.Y.C., 1154; H. and N.E.L.M.Y.C., 81; M.Y.S.A. (Kensington), 57. The latter club have not sailed in the last two rounds. In spite of the fact that another round has yet to be sailed at Highgate, the Cup looks a certain thing for the S.L.M.Y.C. A project is afoot to form a social club to meet once a month in some central spot in London, such as the Ideal Café, Beak Street, W.C., where there is a large room used by the M.Y.A. for Council Meetings. At these monthly meetings, it is suggested that any small cinema pictures taken by model yachtsmen might be shown, technical discussions held and lectures given. Those interested are invited to communicate with Mr. J. G. Feltwell, 90, Church Road, Barnes, 8.W. October 1930 IN The Model Yachtsman. THE MIDLANDS. STOKE-ON-TRENT Birmingham : 10-raters—** Samphire” (E. B. Savage) 11, “Seagull” (S. Macfarlane) 7, *‘ San- M.Y.C. On May 3 five yachts (10-raters) competed in the first race of the Club Championship, as follows :— “ Astra” (J. Wood), “ Thetis” (J. C. W. Dean), “Hyacinth” (T. Lockett), “Bunty” (P. H. Openshaw), “* Redwing” (C. Eardley). After some very ,close racing ‘‘ Bunty” ran out the winner. Scores: “ Bunty,” 14; ‘ Astra,” 13; ‘‘ Thetis,” 9}; “ Hyacinth,” 7}; “ Redwing,” 6. dragon” (C. E. Lemon) 10; A Class—** Kismet ” (W. H. Davey) 7. Total points 35. Stoke : A Class—** Gareth” (H. C. Arrowsmith) 8. Although the home team failed to reverse their failure at Birmingham earlier in the season, the congratulated upon their further success. The Birmingham M.Y.C. were, however, warned of a very warm time on the occasion of the Stoke M.Y.C.’s second visit to Birmingham on September He €..A. Ca De NORTH “‘ Lady Dainty” (H. C. Arrowsmith). On July 26 the fourth race of the Championship was held in a fair breeze. ‘* Astra,” “* Hyacinth,” “ Bunty,’ and a new 10-rater, ‘‘ Madaleine ” Butler) turned out for the start. Total points 25. On June 21 the third race of the Club Championship was held in a light to moderate breeze. ‘‘ Astra ” was again absent, as was also the leader, “‘ Bunty,” owing to her skipper, Mr. H. C. Arrowsmith, trying out his new model. Scores: ** Thetis,” 7; ‘‘ Hya- (W. 10 raters—*‘ Thetis’ (J. C. W. Dean) 3, ** Astra” (.J. Wood) 7, “* Hyacinth ” (T. Lockett) 7 ; best of spirits prevailed, and the better team were On May 24 the second race for the Club Championship was held, in a moderate breeze. ‘‘ Astra” was absent, but “ Bunty’? was once more in winning mood, again taking the race by 1 point. Scores : “* Bunty,” 10; ‘‘ Thetis,’ 9; “* Hyacinth,” 6; “Redwing,” 5. cinth,” 3; 145 Capably OF ENGLAND M.Y.U. DERBY M.Y.C. The club held its annual Cup Race on the Alvaston Lake on August 30. The competitors were : *« Peter”? (F. Tatlow), “ Fairy’ (Ashbourne Road handled by her skipper, ‘ Astra’? commenced proceedings by downing “ Bunty” on both boards, and eventually ran out the winner. Scores: “ Astra,’ 12; “ Bunty,” 10; “ Hyacinth,” 8; ‘“* Madaleine,” 0. School), ‘* Atlanta * (Nun Street School), ‘* Nymph” (St. John’s School), ‘‘ Aolus” (T. Spenlove) The final race of the series takes place on at the start of the race, and the yachts made very September 27. On Whit-Tuesday, June 10 the race for the President’s Cup (Mr. E. D. Grasett) was held. A fair breeze was blowing, giving a beat and a run. Six 10-raters faced the starter. The final issue was not decided until the last board had been run. Some close racing was witnessed, and the majority of the boats took a fair share of points. The winner, “ Astra,” was splendidly handled by her owner, and thoroughly deserved her success. Scores: “ Astra,” 14; “Thetis,” 12; ‘‘ Nancy” (H. C. Arrowsmith), 10; ‘ Ariel” (J. G. Wood, Jnr.), 10; “ Hyacinth,” 10; “ Redwing,” 4. * Bunty ” (H. C. (P. J. Powell). Arrowsmith), and ‘* Margaret ”’ There was only a very light breeze slow progress. ‘‘ Aolus”’ was first away, and as there was plenty of reaching, on which point of sailing she excels, she established a good lead on the first circuit. There was no change in order on the second round, and ** Aolus”’ increased her lead, running out an easy winner. 4 oe SOUTHERN UNION. STOKE-ON-TRENT M.Y.C. +. BIRMINGHAM M.Y.C. (Correspondent, Pay-Lt.-Cdr.W. F. Brnenna, R.N.) On June 28 an inter-club race was held on the Stoke water. A fair whole-sail breeze gave a run and a beat. Three 10-raters and one A Class aside POOLE M.Y.C. v. WEYMOUTH M.Y.C. The Weymouth M.Y.C. brought a team of six boats to Poole Park recently, and found the home boats revelling in the hard westerly wind, which gave a reaching course both ways. The Poole skippers, being more used to pond sailing, took full advantage of their automatic steering gears. Poole eventually won by a good margin of points, as they scored 103 to the visitors 41. ‘‘ Elisand ”’ (A. Cave)—22 points—was top scorer for Poole, were raced. Some very close racing took place, and on one occasion the home club’s A Class, “Gareth” was within an inch or two of the line when a puff of wind headed her off, when she collided with her opponent, the two crossing the line together. The visitors thoroughly enjoyed themselves, and at the subsequent tea a further series of races was arranged. The final scores were as follows :— and ‘“‘ Vita”? (H. Weymouth boats. Garland) 14, did best of the NORTH-WEST BIRKENHEAD The **Mavis II” took third place. The O.0.D. was Mr. A. E. Foster; Starter, Mr. W. M. Carpenter ; ENGLAND. M.Y. & Judges: Messrs. Atkinson, Bayliss, and J. Gerrard. P.B.C. Hornby Cup for the Junior Section Ee A re The fleet sailing resulted :—Fleet A: ** Elsie ~ (L. Mllier) 4 pts., “* Nancy ” (K. Jones) 4, “* Madge ~ (R. Fisher) 3, “* Red Herring ” (E. Holden), ** Tyro ” (E. Darby). Fleet B:. “* Meniscus” (W. Jones) 3, ** Rhayader” (E. Gerrard) 3, “Mavis II” (A. Phillips) 2, “Imp” (C. Smart), ‘* Woodstock ” Re, In the final “Nancy” and “ Elsie’ tied for first place, but the re-sail went in favour of ** Nancy.” FLEETWOOD MLY. & P.B.C. year, the club already has a membership of nearly sixty. The membership fee is 5s. per year. , The club fleet at present consists mostly of old fashioned types of craft, but there are one or two A Class boats in view, and the 10-rater class has also been adopted. The club has already been promised a cup. There Junior. Mr. are three Marsden, sections—Sailing, Commodore of the Power Club, and spent almost the entire time that the M.E. Exhibition was open in attendance at the M.Y.A. stand, where he proved invaluable. His activities should result in many visitors coming to Fleetwood to sample the attractions of what promises to be one of our finest model yachting lakes. =} > Our Scottish Page | —— CES Fe hie a Hodgkinson, Although the lake is not to be ready until next = SSS a ee (R. Arthur). a Snr., was raced for on August 30. Owing to school holidays only eleven models started. With the exception of two boats, the entire fifteen are chine boats of 36 inches l.o.a. of the M.Y. Star Junior type, and very fast and capable little craft they are. Both in light and heavy weather their performance is excellent and their handling by their keen young skippers leaves little to be desired. The race was run on the fleet system, and the first three boats in each fleet took part in the final. = October 1930 The Model Yachtsman. DUN IMA Ntencagtet ce 146 & By Wanzi hanya e The Scottish Clubs are turning out once in good numbers for open regattas, and held during the past month are quite like old anything between forty and sixty being more those days, fairly we say, fun by taking part in the game, and not watching from a distance. Just such an afternoon was spent at Richmond Park. The wind was rather shifty at times, which representative. made most of the skippers keep their weather eye To some of our scientific model men, forty starters and one afternoon to complete the race, means chaos. Is the afternoon really wasted ? Not by any means. We have men, say, from Dumbarton, turning up and meeting old friends from the east end of Glasgow. They have not seen each other since last season, and are not likely to meet again until next year. The whole event is looked on as a social one, and a very pleasant one at that. Pot hunters have no place among these men, in fact, the oldest, least cared for carft are the most frequent winners. Some of our friends will say that this is only a burlesque on model yachting. Nevertheless, it is open. It is some time since a big regatta was held at Richmond Park, and on that account one does not expect the organisation to be faultless. The club is to be congratulated on their splendid efforts. The only cause for comment was the delay between each heat. Speeding up the next heat goes a long way to keep everybody occupied and ready for this happy-go-lucky spirit that has held Scottish model yachting together. In no other part of Great Britain could you organise a race which would cater for every club in the country. A dead beat to windward and run down wind with second suits is a fine sight on a large open water, but we have not got that in Scotland, which may be our good fortune or otherwise. At present these open regattas are the means by which a not too prosperous man may get an afternoon’s, shall home not too late. The afternoon passed off without incident, the only point worth mention is the increase in the number of 6’s entering for these races. They held their own quite well throughout the afternoon, but have not figured in the prize list. Four 12’s tied for first place and sailed off semi-finals and a final for the four prizes. Roughly speaking, two of the boats represented speed, and the other two steadiness. The results are well shuffled :— 1. ‘* Peggy ~ (J. McKenzie, Elder Park M.Y.C.). 2. “Chubby” (Mr. McArthur, Elder Park M.Y.C.). 3. * Brannan ” (J. McKinnon, West of Scotland M.Y.C.). 4. “Morven” M:Y:C.): (J. Sterret, Richmond Park The Paisley M.Y.C. had a open regatta on September 6. bad day for their It rained throughout the afternoon, and most competitors were satisfied with sailing only two heats, and as luck would have it three boats tied for the three prizes provided. A final heat settled this matter very easily. The winner made a perfect course both ways and led the way easily. We are glad to note that she is a Johnstone boat, and must really compliment her voung skipper on his handling. We do not know what he is going to do with that canteen of cutlery, but have no doubt it will come in very useful later on. The entry in this regatta numbered 59. 1. “ Paky” (M. 2. “Vanity” (J. Robson, Kilmarnock M.Y.C.). 3. “ Brannan” land M.Y.C.). Brown, Johnstone M.Y.C.). (J. McKinnon, West of Scot- The Scottish Championship for 12 metres was held at Elder Park this year on August 30. With a few exceptions most represented. oe The Model Yachtsman. October 1930 Ayr and of the usual Inverleith the most notable absentees. Three good lochs sailing waters for this event. in different parts of Scotland, each taking its turn, should go a long way to cure the trouble about sheltered water. The resultsin order of scoring, are : “Regulus” (West of Scotland M.Y.C.) _ … * Bona ” (Clydebank M.Y.C.) ae see : we be ** Minnie Ha Ha” (Gourock M.Y.C.) * Jeannie ” (Port of Glasgow M.Y.C.) AS ** Lapwing ” (Victoria M.Y.C.) ** Mona IL” (Maxwell Park M.Y.C.)… Fe * Tan?’ (Dumbarton M.Y.C.) ** Persev erance ° (Greenock M.Y.C.) “Osprey” (Dennistoun M.Y.C.) — … * Isabella ’’ (Elder Park M.Y.C.) — … ee a a ie By, ace ap ee ae =- oo ** Ailsa ** (Queen’s Park M.Y.C.) ‘Vanity” (Kilmarnock M.Y.C.) — … **Tsa” (Paisley M| .Y.C.) ** Danseuse”’ (Alexandra M. Y. C. ) Bee ** Rithwillow ” (Dundee M.Y.C.) se 40 39 37 35 29 Ve 28 se 0 25 25 20 19 17 16 16 15 clubs were were, perhaps, All told 15 clubs sailed in the race. The Scottish ** A” Class M.Y.C. entered a boat, but were not allowed to sail. By a little careful reading of the rules governing this race, the trouble could quite easily have been avoided. The matter has since been settled, and there is no need for further mention. The wind throughout the day was not of the best, and altogether, what with rain and the general conditions, it was a rather miserable day for most of us. Before the 8.M.Y.A. organise another event of this kind it would be well to set themselves against this growing menace of bank interference. We are not complaining of the officials or sailing men, but the crowd who turn up initially cheer on their club mate, but eventually try to run the whole business. On this occasion it looked like a revolution in the making. Fortunately, the only thing they managed to do was waste time. But ‘‘Ritatui’’ and ‘‘Ailsa’’ at the Lake of Monteith. Photo J. A. Stewart. if this is allowed to go on we must expect trouble, which we rightly deserve. From early in the race three boats singled themselves out as potential winners. These were Queen’s Park, Clydebank and the West of Scotland. Queen’s Park was the first to take the lead, and then Clydebank entrenched themselves almost to the end. The last two heats put both these clubs out, and the West just got home with a single point lead. Owing to a little discrepancy on the part of the officers there seemed to be some doubt about the time limit, etc., which put the winner in doubt. The Clydebank boat was leading at 6 o clock, and was one point behind just after six. This has all been settled at a council meeting since, and the West have been awarded the cup, flag and prize. Clydebank will be the venue for the Scottish Championships, both 6’s and 12’s for next year. After that we hope that something will come out of the discussion about limiting the number of (See letter on page 148). FORTHCOMING FEATURES FOR OUR READERS. In our November number we hope to publish the first part of a very interesting article by Mr. J. Skingley, on Petrol Engines for Speed Boats. Readers interested in prototype sailing craft will shortly have the pleasure of reading an article on the Mount’s Bay Luggers by Eng. Cdr. H. O. Hill, which will contain the lines of a typical lugger. The design of the staysail schooner by Mr. W. J. Daniels, has been somewhat delayed, and we fear that it will be several months before we are able to publish this. We have, however, made arrangements to publish very shortly the lines of a pretty little 36-inch model from the board of this eminent designer. October 1930 The Model Yachtsman. 148 CORRESPONDENCE. KEEL FORMS. Sir, It is not inconsistent to admire a beautiful model of the prototype fashionable at the moment, and at the same time to admit that the success of the fin-keel type may lead to a revision of our standard of beauty. In my opinion there are three distinct types: (1) The prototype form, represented by some of your prize designs and by the model ‘ Modesty.” This form resembles, more or less, the present type of racing yacht; it should be a fast form, but it seems to require a very skilful skipper to get the best out of it. (2) The long keel type, exploited by Mr. Weir, and described by him in your May number. In this case the forefoot is less cut away, and the keel is extended aft to a nearly vertical rudder. Other things being equal, this extended form of keel should make for steadiness in varying winds, and in the case of cruising yachts it is intended to improve the sea-going qualities. (3) The fin-keel, with or without a skeg, and a rudder near the end of the waterline. This type appears to be the most successful at the moment at Gosport and elsewhere. If in aero-dynamics the sails of a yacht can be likened to the wings of a bird. I see nothing absurd in comparing an immersed body, such as a bulb keel or a small skeg and rudder, to a fish form. The hull, of course, is between wind and water and comparison is not practicable. | had an opportunity of watching two six metre models on a hard beat to windward in open water on the Lake of Menteith. Both models were finand-skeg—one had a fin of about 14 inches with a small skeg, and the other a fin of about 18 inches and a larger skeg. no disadvantage. The shorter fin was certainly Viewed frcm the weather side the water stream from the lee could be seen boiling through the gap between the after edge of the fin and small skeg. This stream certainly did not retard the boat; the stream was following its natural course under the boat and returning to the surface SE ea ee Why try to hinder it by large skegs or long keels ? If the skeg is small, or absent, the little rudder can be left to swing loose, and it will then adapt itself to the stream-line and cause only a trifle of skin friction. All models, presumably, do better on open waters ; but the long keel type should be less affected by the fluky winds of tree-girt ponds, while the short fins may attain to maximum speed on open waters. This is an interesting point, and if Mr. Weir will send ‘** Corona” to the Lake of Menteith, it might be tested. Transport can be arranged, and doubtless Mr. Hutchison, of Paisley, will attend with his ** Ritatu.” I am, ete., J. A. STEWART. WIRELESS CONTROL POWER FOR MODEL BOATS. Sir, * In the September issue you quote the opinion of an authority on wireless telegraphy to the effect that wireless contro] of model boats is impracticable. With all due respect to the superior knowledge of the expert concerned, | contend that it is thoroughly practicable, and there is plenty of evidence to support this. Many of us witnessed, at the Model Engineer Exhibitions a few years ago, the classic demonstrations of Major Phillips, using the very simplest of apparatus. Away back in pre-war times he had a model airship controlled by wireless at a distance quite as great as we should need to work at with model power boats. “quite As to the transmitting set, considerable necessary; Major power” Phillips’ is by no transmitter means was an ordinary four-volt ignition coil. The receiving aerial may be a problem, but not, { think, an insurmountable one. A simple coherer has been used successfully as a receiver, while a G.P.O. relay will handle all the current needed. The idea of using solenoids to control the rudder would be very inefficient, but the “ hefty battery ” would not be required if a small reversible motor, operating through a worm reduction gear, is employed. I have made some experiments in this direction, although they have not reached the stage of actually controlling a boat, but the results have been most promising, and I hasten to assure readers that the apparatus used was neither complex nor costly, heavy nor bulky. I am quite aware that this description does apply to the control gear used in the “hush” aeroplanes and torpedos to which the aforesaid expert refers, and | am not questioning his knowledge and experience of the subject. Unfortunately, however, experts are liable to think in a rut, and to condemn an idea which has not come under their personal experience. This was so in the case of the locomotive, the aeroplane, and many other epoch-making inventions. {fm conclusion, I would state that | am emphatically of a wireless expert, and my only authority for making this protest is that | am convinced that, so far from being impossible. wireless control of model boats is well worthy of serious consideration and research. Yours faithfully, EDGAR T. WESTBURY. Halton Camp. }wing to pressure on cur space, further correspondence is held over until our next issue. Printed and Published for the Propr-etors |y H. G. STONE, Town Green, Wymondkam, Norfolk, The Model P| October 1930 Yachtsman. i -, BLUE PRINTS OF DESIGNS Model Yachts. A-Class. Ship Model Makers’ Club ‘‘Mussolini,’’ by Sam O. Berge, (Norway) “Onward,” by Keg. W. Lance INTERNATIONAL “Guri,’’ by Sam O. Berge (Norway) “Mavis,” by Herbert Almond Founded by Capt. E. Armitage McCann 6-Metres (1}’ = 1 foot). With an Official Magazine THE ‘‘Kalulu,”’ by John Morton James 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 (116). “Flying Spray,”’ by A. W. Littlejohn Full particulars free. “Flying Spray” was specially designed by Mr, A. W. Littlejohn for us, and the others Ship Model Makers’ Club, are Prize winners in our Designing Com- petition. 55a, Middagh Street, “Onward,” ‘Progress,’ and “Flying Spray” are fin-and-skeg and the Brooklyn Heights, N.Y. others full keel boats. Half-size Blue 3 Prints of any of the above, 12/6 post free. Clipper Ship. “Lightning.” Deadeye. BINDING Lines redrawn approximately 30Zins. over all. with by Dick Seale lin. = 8ft., making model Sail and Arrangement Complete Plans, 8/6 post free. Complete your Volumes of the ‘‘Model Yachtsman.”’ We most’ have Numbers, is but our 1-Metre Racing Hydroplane. “Flying Fish.’ Back Lance. stock your Numbers Sections full-size, 4/6 post free. rapidly decreasing. Secure Hull design by Reg. W. Half-size, Cross-Channel Steamer. missing ‘Maid of Rutland.’ Arrangement Plans. now! Design and Full-size for l-metre model, 8/6 post free. Binding Cases 2/- Binding 6/- A (including Case, etc.) GOOD DESIGN !1S THE FOUNDATION OF SUCCESS ‘*‘Model Yachtsman,”’ THE Offices. MODEL YACHTSMAN, Golden House, Gr. Pulteney Street, \. LONDON, W.1 October 1930 The Mode! Yachtsman. ial > ‘‘Model Yachting”’ Model Yachting Association The ONLY Paper Published If you are interested in Model Yachting ane and wish to help the Association to increase UNITED STATES its activities, become on Building, E an an Individual Member. erlening: Annual Subscription 10s. 6d. Big Racing Model Yachts. strides have been made during the past few years owing to Clubs appreciating the work done and joining the Association. Subscription Price: Old estublished Clubs Two Dollars a year. not yet to write for particulars or send in their application for affiliation to: Sample Copies Free Address: “MODEL affiliated and Clubs now being formed are invited C.N, FORGE, YACHTING ” Ifon. : MELROSE eee aaa MASS., Model Yachting Association, 151, Lichfield Grove, Finchley, London, N.8. .. y, Ne Sec. f 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, 1929 and 1930 Glenham Open Challenge Cup, 1930 Serpentine Open Challenge Cup, 1930 Designer and Builder of “PLOVER,” 15in. Scale Six Metre Class. Winner of “Wade” Open Challenge Cup, Bradford, 1930 Everything Sails, Fittings, for the Racing Spars, Casein ss Phone: 4708 Clerkenwell. Model Union Yachtsman. Silk Sail Cloth, Glue Workshops: 331, St. JOHN STREET, LONDON, E.C.1.