The Model Yachtsman: Volume 3, Number 9 – December 1930

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\ A Ov! i ey cL ll Bi7 — « aa Se aN | U = ieee | =i’ \ carckalll er, vA \/ Full-size blue prints can be obtained for 7.6. post free from THE MODEL YACHTSMAN, Golden House, London, W.1. 185 ues Baers. Baas | | er Pe | 7 See 186 The Model December 1930 Yachtsman. Out DSeottish Pr, C & By Wanzi Ranya& We have come to the end of season 1930 and most of our designers and builders are settling down to the winter mdoor work. It is very difficult to surmise what next season will be like in Scotland as apart from the introduction of the A-class, we have nothing to guide us as to which way model yachting will go in the near future. The A-class boats have been very closely watched and to be very frank, they have been tolerated rather than welcomed. Their reception was nothing like that given to the 6-metres. At the moment no mention has been made of any new boats in this class for next year and to make matters worse some of the present owners are not too keen. As to the sixes, they are going ahead at the steady pace which has been maintained right from the beginning and we do not hesitate to say that they will soon be the premier class in Scottish model yachting circles. One or two twelves are being built this winter and should be quite an advance on the older craft. One in particular, a big sister to “Inca,” is being built by P. J. McGregor of the West of Scotland M.Y.C., which should prove a worthy addition to that fleet. Apart from hearsay, we have not had details of any others to date. It is up to the Scottish model yachtsmen themselves to put some more life into the game. The past year, although not bad in itself, has not advanced the sport much in Scotland. The Dundee M.Y.C. has found cause for complaint in our report of the 12-m. Scottish Championship race at Elder Park. We have gone into this matter thoroughly with the S.M.Y.A. and deal with it here as it is likely to occur again at some future date to some other club. The trouble is that we stated that the Dundee boat gained no points. Actually she had scored 15 points(six runs and a beat). Owing to the want of a good train service between Glasgow and Dundee, Mr. Ogilvie had to retire before the race was completed and according to S.M.Y.A. Rules was looked on as a non-starter. The procedure has to be resorted to unfortunately or it would affect the other competitors. This year it actually affected the winner of the Cup. We should have mentioned this at the time but the score-sheet was handed to us after correction and the previous figures could not be made out. Again, fault was found with our orthography. We put one ‘“‘w’’ too many on “Rithwillo”’ and must point out that the final w, like the g in horse, is mute. | Nevertheless we must again” plead innocence as we strictly followed the official score-sheet. Owing to a slight misunderstanding we were unable to attend the Autumn Meeting of the 8.M. Y.A. so cannot give a first-hand account of it but we hear that there is a motion to adopt a set of Rules to apply to all S.M.Y.A. events. It cannot be too ardently urged to give this matter full consideration in every club. All who have attended our annual regattas will agree that there is a great dea of room for improvement in this respect. It may be remembered by some of our readers that in the early part of 1928 Mr. J. A. Stewart had a folder printed for the West of Scotland M.Y.C. in connection with the improvement of the present 12-metre class in Scotland. The club has resurrected this knotty problem. It is taken for a granted fact that the 12-metre (lin. = I1ft.) model could be improved in many ways. At that time it was being debated whether the the present class would be improved by either making the boats into 2in. sixes or, what is tantamount to a l-metre yacht. As there many pros and cons we have been asked to mention the matter in these notes and invite some of our scientifically inclined readers to give their views in what should prove a wholesome debate. It must be remembered that in Scotland there are many 12-metre class owners and any workable idea must include these existing craft. OBITUARY. Model yachtsmen throughout the West of Scotland and in yachting circles generally wlll be grieved to learn of the death of James 8. Craig, Esq. As is generally known Mr. Craig took a prominent interest in anything connected with shipping. He was for some years Chairman of the Clyde Navigation Trust and Secretary of the Mudhook Y.C., taking a very active part in the practical side of yacht sailing being well-known as owner of the Clyde 30-footer “Lilian”. Not long back he presented a cup of that name to the Scottish A-class M.Y.C. He was also a patron of the West of Scotland M.Y.C. bhi December 1930 The Model [ Yachtsman. 187 tied, 23 m., 3 pts.; “ Oriole,” 2 pts. ; ‘* Neptune,” | 1 pt. 4th Race: ** Moose,” ; , | 3 pts.; ‘Eureka,’ 17 m., 5 pts.; 18 m., 4 pts.; “‘ Mystery,” 2 “ Oriole,” 18 m. 30 s., pts.; “‘ Neptune,” 1 pt. These four races were held on September 7 and the other two on September 14. | The wind for the first four races was very strong and gusty, but the last two races were more or less drifting matches. 5th Race: ‘* Moose,” 25 m., 5 pts.; ‘* Eureka,” 29 m., 4 pts. ; * Oriole,” 32 m., 3 pts. ; ‘* Neptune,” 2 pts.; “Mystery,” 1 pt. 6th Race: ‘ Moose,” 32 m. 5 pts. ; “ Eureka,” 37 m., 4 pts. ; “* Neptune,” 3 pts.; “ Oriole,” 2 pts.; ‘* Mystery,” withdrew, 1 pt. Total for the six races: “ Eureka” 27 pts., ** Moose ”’ 26 pts., “‘ Oriole’ 16 pts., “* Mystery ” om ae 10 pts., “* Neptune ” The 10 pts. principal dimensions of ‘* Eureka” are :— L.O.A. 72 ins., L.W.L. 46 ins., Beam 143 ins., Draught 103 ins., weight 42 Ibs.; sail allowed ins. The model is described as very E. W. E. B. In view of the Scottish discussion about the 12-m. Class (see opposite page), comparison between these photographs of a champion Scottish 12-metre and a Champion Canadian A-class is interesting. The M.Y. erewee Pree 7 wd. SS ae Ls oe 1960 sq. powerful and fast on the wind. ees Photo; J. A. Stewart. ‘‘REGULUS,”’ (12-metres). Fae D. Weir and J. Livingston, (West Scotland M.Y.C.) Winner Scottish M.Y.A. 12-m. Championship. THE VANCOUVER M.Y.C. The above club fully intend to send a representain the British Championship at tive to compete Gosport in 1931 and work has been started on the Butler), the winner of the Vancouver for A-class models. “ Nabob” Cup Fs construction of an A-class model for the purpose. She will be a sister ship to “Eureka” (E. E. in In this contest there ; were six races from skiffs over a triangular course a mile round. There were five competitors and a 4a for every boat beaten. te 4 boats received one point for starting and one point beginning of September. The results phe | The races were held at the were :—Ist Race: ** Moose” awl (A. § Watson), 22 mins., 5 pts.; “Eureka” (E. E. Butler), 24 m. 30 s., 4 pts.; “Oriole” (C. Pratt), 26 m. 30s., 3 pts.; “* Neptune ” (H. Kuhn), 2 pts. ; “Mystery” Znd Race: (A. Chalmers), withdrew, 1 pt. -‘‘ Eureka,’ 21 m. 30 s., 5 pts.; * Moose,” 23 m., 4 pts.; * Mystery,” 2 pts.; “ Oriole,” 24 m., 3 pts. ; “‘ Neptune,’ 1 pt. 3rd Race : ~ Eureka,” 21 m., 5 pts. ; “‘ Moose ” and “* Mystery ” ‘“*‘EUREKA,”’ (A-class). Vancouver M.Y.C., B.C. 188 The Model December 1930 Yachtsman. THE “DAILY MAIL” SCHOOLBOYS WITH THE POWER BOAT EXHIBITION. January 1—10. We have to remind our readers of the announce- ment that appeared in our last issue, of a speed contest to be held in the Empire Hall, Olympia. during the above Exhibition. The contest is open to all speed boat owners (amateur or professional) P= Sey VICTORIA M.S.C. The Annual General Meeting of the above club will be held in the boathouse at Victoria Park on Sunday, December 21, at 11.30 a.m. All members are asked to be present to take part in the election of officers for the coming year and to give suggestions to the new Committee for future lines of development of the club. All prospective members for enrolment will be welcomed after the meeting. SOUTH LONDON M.P.B.C. The Club held another very successful Regatta on November 9, at Brockwell Park, Herne Hill, S.W. The first event a Steering Competition was won STE Bum by “‘Snooks” (Mr. Oakley), ““Spinaway” (Mr. Preece) being second, The second event, 300-yards (round the pole) resulted as follows :—**Louise” (Mr. French) 36 secs.., “Miss England” (Mr. Berryman) 39 secs., “‘Snooks” (Mr. Oakley) 42 secs., No. 64 (Mr. Turner) 42 secs., “Leda V” (Mr. Vanner) 462 secs., ““Nipalong” (Mr. Walker) 55 secs. Mr. French’s new boat gave a somewhat spectacular display as at times she almost left the water, but over 20 m.p.h. she planes perfectly. The surprise of the day was, however, Mr. Berryman’s “Miss England,” a petrol engine boat. The hull is designed after the late Sir Henry Segrave’s craft and is a credit to the builder, being a very consistent performer. Her best speed to date is 18 m.p.h. The last event, a 500 yards Handicap Race, has proved very popular in the club as it gives all competitors a fair chance, whereas in most other races the the result is almost a foregone conclusion. The time allowances in this race were based on the results of the previous event. This event was won by ‘“Snooks” in the highly creditable time of 62 secs. Full results were : Time Allowance Running Time “Snooks” (Mr. Oakley) 9 secs. 62 secs. “No. 64° (Mr. Turner) Ok, 684 ., “Onaway”’ (Mr. Preece) ke 708 ,, “Leda V’ (Mr. Tanner) 15 ,, 40): Sys “Our Liz’’ (Mr. Mash) OMS 85 ©,, “Louise” (Mr. French) Seratch — “Nipalong”’ (Mr. Walker) 30 secs. — At the finish of the racing Mrs. Vanner kindly presented the prizes. It was decided to hold another Regatta on Boxing Day, December 26. There are meetings every Sunday morning at 11 a.m. to 2 p.m., and enquiries should be made in the enclosure. Written enquiries should be addressed to Mr. W. J. Hutchins, 5, Helix Road, Brixton Hill, 8.W. and will be held on a specially constructed pond and run round the pole with a lap of 75 yards. Prizes to the value of £25, £15 and £10 will be given for the three fastest times made during the Exhibition. Full particulars can be obtained from the Hon. Secretary of the Model Power Boat Association, Mr. R. N.W.3. Jackson, 72, Constantine Road, London, We understand that the first entry for this competition came from Mr. J. F. Helling of Longsight, Manchester. It is expected that not only will the fastest British boats compete but that there will be entries from Continental cracks. The general — standard of speed has risen so in recent years that we expect to see some phenomenal speeds recorded. Through the courtesy of our contemporary, the Daily Mail, we are enabled to give particulars of some of the wonders that will be on view at this Exhibition. In addition to the speed contest which is being held on a specially built pond, the M.P.B.A. will have a large stand on which will be shown the finest fleet of working power boat and steamer models that has ever been exhibited. Included in this will be a flotilla of about fifteen models of Cross-Channel Steamers, constructed by their owner, Mr. V. Harrison of Hertford. These represent a lifetime’s work and though one or two of them have been previously shown, it is the first time that the whole flotilla has been exhibited at the same time. The owner has a private lake in his grounds where these fine little vessels have their home port. Another exhibit that is sure to be the subject of much comment is “Dawn,” a wonderful boat invented by Mr. Grindell Mathews. An operator will stand several yards away from this weird boat and make flash-lamp signals which ““Dawn” will immediately obey. She will start and stop her engines, steer to port and starboard, fire guns on her deck and perform other evolutions at the flash-lamp’s command. Other exhibits will include the Hall of Living Art, which will be a picture gallery with beautiful works of art. One of these will be Davy Jones’ locker. Here lies a pirate treasure chest and round it swim gorgeous hued tropical fish. There will be much to see but space forbids our commenting on other than the marine exhibits, but we think that whilst this will be a wonderful exhibition for the juniors, their fathers will find it equally interesting. THE ITEMS OF INTEREST. kK in * OK addition OK OX to their marine interests, may also be interested in model railways. Messrs. Walkers (Baker Street) Ltd., 61, Baker Street, London, W.1., have now installed a very complete model railway with scenic effects, goods yards and docks with miniature vessels berthed therein. This railway is 100 feet from end to end and it is well worth seeing. The locomotives, rolling stock, etc., show the strides which have been made by British Manufacturers during the last few years. The firm have many fine yacht models and model ships on show, so that a visit to 61, Baker Street should prove both interesting and instructive. THE GEORGE BRAINE TESTIMONIAL FUND. Whilst certain model yachtsmen have given generously to this fund, we have been disappointed that the response has not been more widespread. We have in particular appealed to Club Secretaries to take up a subscription amongst their members. As the fund does not finally close until December 20, there is yet time for model yachtsmen to participate in this Christmas gift to Mr. Braine. As we mentioned when we first put forward the idea of this fund, Mr. Braine is in poor health ; his failing sight prevents him following his occupation of model building. He gave model yachtsmen the Braine gear, and we, therefore, owe him a very great debt of gratitude. If every modelman who uses the Braine gear will subscribe a few shillings to the fund, we shall then have a sum that will be of real help. Please send your contribution along. We had hoped to raise this fund to well over £100, but so far the total is (27. Since the last list of subscribers was published the following amounts have been received: R. A. Leckie, £2; J. G. Feltwell, £2; W. Hutchison, £1 10s. Od. ; W. H. Graham, £1 Is. Od.; Birmingham M.Y.C. (per C. E. Lemon), £1 ls. Od.; Highgate M.Y.C. (per H. Hood), 10s.; W. N. Emery, 7s. 6d.; W. Featherstone, 2s 6d.; B. Rose, Is. “ TY ee ae “ 2 are left being barques. On a recent voyage home from Australia with a cargo of wheat, she met with stiff gales on her way to Cape Horn, and took 57 days to round the Horn and SI days thence to Queenstown. During a gale one of the crew was washed overboard, but was recovered with the lifeboat. At one time the seas were so heavy that the ship strained and started to leak badly, but this was overcome. During the bad weather one of the crew was killed, whilst He was a young Australian journalist, aloft. R. G. Walker, who had shipped as an O.S. He was occupied in clearing a gasket when one of the yards carried away and fell on him. Later on in the voyage food ran out, and all hands were faced with starvation until a steamer hove into sight and was able to assist with supplies. Just before this one of the crew was driven insane with the hardships of the In spite of this, when she arrived at passage. Glasgow, she looked a perfect model of a ship. Everything on deck and aloft was spick and span, and in looks the ship belied her forty years of voyaging. Her skipper is a young man in the early thirties. We wish him the best of luck, and hope that he may never again have a passage as bad as the one detailed above. This voyage formed the subject of a magnificent book by A. J. Villiers, entitled “* By way of Cape Horn,”’ which we can heartily recommend. It is also featured in a capital film, “‘ The Windjammers.” “ * The ship is the only full-rigged ship left in the Australian trade, all the other square-riggers that 7 x readers, known wool clippers. SS -_—erene – en a eee “ ee ener ay ee mo a The “ Grace Harwar ” was built at Port Glasgow by Messrs. William Hamilton & Co., in 1889. Her gross tonnage is 1871. She is 266.7 ft. long, 39.1 ft. beam and 23.5 ft. depth. The forecastle is 31 ft. long and the poop 39 ft. She is registered in Mariehamn, Finland. and owned by Gustaf Erikson, This firm is one of the biggest remaining owners of square-rigged ships, and has a fleet of about eighteen ships and barques. Several of the latter were well a a We hear that Messrs. Bassett Lowke will shortly be marketing a new engine of very original design. This is the design of Mr. Greenlees and is fitted with a ball valve. This will be one of the best engines offered for model marine purposes, and we hear that tests have been highly satisfactory. We understand that the price will be about 35/-. We hope to publish fuller particulars in a future issue. with all her light weather sails set. ——., has now completed “Chatterbox II’. As readers will remember the original ‘‘Chatterbox”’ holds the world’s record of 43 m.p.h., for metre speed boats. She was smashed up when she broke adrift from the line some time age, and her owner has since been hard at work on her successor. Although her owner is not given any indication as to what he expects from the new boat, we anticipate that there will be a ‘certain liveliness’ round the pole at Victoria Park in the near future. “GRACE HARWAR.” The fine drawing which we are enabled to publish this month is by Mr. G. W. Munro. It shows the old ship ghosting along somewhere near the line THE SHIP MODEL BUILDER’S ASSISTANT. .This volume by Chas. G. Davis is published by the Marine Research Society of Salem, Mass. It has now been added to the list of books that can be supplied through THE MODEL YACHTSMAN’S Library (See Advertisement). It covers sailing ships from about 1800 to the Clipper Ship era. The details given of fittings and rigging complete and clearly explained. invaluable to all ship model makers. are very This book is A TM We hear that Mr. F. Clifford of the V.M.S.C. Many 189 The Model Yachtsman. December 1930 : ee Oa ee ee 190 HOW The TO BUILD Model THE Yachtsman. STEAM LAUNCH SS ee Part III. i length of the pump connecting rods is also given as approximate because it is essential that the end of the ram should come as near to the bottom of the pump barrel as is possible without actually getting a foul. If you want a real good pump great attention must be paid to this point. “233sFSF a ee== ST ESS ST The original feed pump was }” diameter x 7/16” stroke geared 5 to 1 and when the engine was new it was necessary to bye-pass part of the water. Now that the countershaft has worn and so increased the clearance at the bottom of the barrel it just maintains the boiler. To increase the stroke to 3” by putting the crank pin in the longer hole meant either making a new ram or cutting the old one, but as the season was nearly over it was not done and now the boat is docked for a complete overhaul. The moral to this is that two rams of different length should be made when the engine is built and the spare one can be fitted when required without further trouble. Both feed and oil pumps are made to the design given by Mr. Groves in the ‘Model Engineer” about 1912, and in the writer’s opinion this design cannot ke beaten. The fact that the water passage is quite straight makes an air lock impossible and as they are mostly made from hexagon bar the construction of them is simplicity itself. The only point to watch is that the lift of the ball valves must not exceed 1/40 of an inch. The writer has made what he thinks an improvement in using the very long gland. By doing this the ram is never overhung, the packing lasts a whole season and the wear on the gland is infinitesmal. 8” hexagon brass rod and ;;” bronze balls are used in the water pump and {” hexagon brass and }” steel balls in the oil pump. The check valve on the steam pipe should, however, have a }” bronze ball as there is always moisture at this point. The oil pump is #4” diameter x ;;” stroke geared 125 to 1 and pumps far more oil than is required but it did not seem feasible to make a smaller pump. In the writer’s opinion this design reduces the difficulties of building to a minimum. The cylinder barrels being a commercial article can be bought at any cycle repairers shop for a few pence and so does away with the boring out. The columns are turned to size and there is no setting up and lining off to be done. If the drawings are followed the whole thing will go together without any trouble. But—; get the valve mitre wheels cut from steel by an expert, it is far better to spend three or four shillings than to spoil the whole job by putting in cheap stuff made for juvenile construction sets. By the way the machinery of the slide valve crank and pin, Fig. 29, gave the writer to think but the answer was quite simple in the end. The way out was as follows :— December 1930 “HELEN.” By JoHn WALLACE. A piece of mild steel bar was chucked and turned down to }” diameter x 11/32”, drilled 3/16” diameter for the right depth and the air hole put in. The outside diameter of 17/32 was also turned }” up the bar. It was then cut off just long enough to to allow for the crank pin. A circular piece of brass about 3” thick. true on either face and about 1” diameter was put into the self-centering chuck and the 516” pitch circle carefully grooved into it. The position in relation to the jaws was also marked. The brass was removed and a }” hole drilled through it at the pitch circle. The crank disc was driven into this and firmly soft soldered after which the brass was again chucked and the crank pin turned up. The fact that the feed pump is held in place by the bottom nut only may look queer but the writer does this on all his engines and has never had one come loose yet. The little oil tank seen in side view of the machinery is a shaving soap tin. The suction pipe is soldered into the bottom of the tin and screwed and soldered into the pump. A small brass leg is also soldered to the tank and screwed to the wood bearers which makes all snug. The whole of the machinery of this engine was done on at 3” centre ‘‘Atlas” lathe, back geared and and fitted with a compound slide rest, but there is no sliding or screw-cutting arrangement. THE Borer. This type of boiler is popular with the members of the Heaton Club because they are very fast steamers for their weight and yet have a large steam space. Their weak point is that their centre of gravity is high, however in a boat of 10” beam this is not of such great importance as in a narrow boat. As will be seen from the drawing there are 36 tubes, the drilling of the holes for these is a long and tedious job, but it pays to take a great deal of care over it. It will be realised that it is difficult to get the outside holes to lie in line and not as radii of a circle, this is where care comes in but a fair job can be made if you are patient. Of course they must be finished with a fluted reamer. The tubes should be 132” long at either end to allow the silver solder a chance of making a good fillet. The inside diameter of the boiler barrel is enlarged by about 4/1000 for the end plates which should be a tight fit. The central stay is a piece of }” dia. brass rod screwed 40 threads per inch at each end and reduced to 7/32” in the centre. As will be seen there is a close ended nut at one end and a check nut and screwed neck ring at the other. The end plates should be champhered a little on the outside corner to let the silver solder run in, the shell being left 1/64” long at each end to help it. The small ids | MER + a fons het A sb “al v3 ew : RS ‘ ¥ oN shelf. | 7 ttricer 4 ly $4 : “bly D = A —t NPY sicekoe RR “ote Ho | — Or =n P a 4 — fo tnagt és fo snared u 4 5 6 off. Sf ——f,— -GEE x = |. S e| Ye) —r’…. Z Ye?) MMA LET ted wttige (bb; kot ace ot = =e}‘nie = . sat a” Tat al oo aa Va | a ot ” tawer Chtde ne 3» — | .t Ey 1 a i A Ae xeS¢ ra LJ a” 4 a {i EES 6 Shae $8 Reelin gt oo ¢ ae alia sala = Lees sScleen Shack * te dha aa ( | aS) fog 26 LAM Laff. F we Leff: ff BYES op a rat a «hye sing MS.dalbve Link 74 SYi —— i > j BVA fl Pump Crank Pen fos 26 ‘ee$ Th ae’ sien Ce Crack / or” Ae)4 vt Rey I eh ee bie —— | M.S.Mrtre Wheels tog SS Enginé \3- Hala SNK Bede in é WAN Lp z M.S. Connecting Rods #e4 23 Feed Faemp Connecteng Rod. Ys 7, Lf ” bs TH wy rs a8 LE Gro 22 43 @ SS rats —— oi” ane G.ppren 2 Cuulres enesl tucgh faved — : is fing Silver Steel Columns Fug 24 aN . Head a a gis (RTS 43 3 —— apg ata . — Selver Steel with MS.tveks ga “ d \%6 EL poe Att pornli he be Crayed. 1 Crank Shaft —— ree Seared. OSGI Tequiaoacy – ‘UBLUS}YIe A JSpopy 4] nie eal ime tt aE eff DETA LES Sheez lV e323 Li Gearing > Shaft Fog 30 ee Fy a Further details of ‘‘Helen’s’’ Machinery. 161 Rl Valve 192 The dome for the safety valve is a piece of the same size as the fire tubes with soldered in. If preferred, it could be bit of brass rod, but mind that it is Model copper tube of the neck ring turned from a brazing metal oil check valve, then a short bend to the steel flange on the steam-chest door. The coil should be arranged or you may get a blob of brass instead of a dome. necessary as it chokes the flow of the hot gasses through the tubes. It is a good plan to silver solder the mounting rings and stay nut into the end plates before you start putting these into the shell. Although not shewn on the drawing, the seatings for the pressure guage, check valve and ejector cock are screwed into the plates before soldering. The safety valve and check valves are quite ordinary but the stop valve is unusual. This is the second valve of this description made by the writer and the use of the bronze ball has been found quite satisfactory. It wees — does not develop flats as might be expected. in the sides of the casing above the bars of asbestos. Do not put any more over the top than is absolutely The exhaust pipes are of the same sized tube as the steam pipe and have steel flanges to connect with the cylinder block. The bends in these should be as easy as possible. The ends go through a slot in the fore side of the funnel and are bent upwards. No drawing is given of these pipes but their lay-out can be clearly seen in a photo of the boat published in the July number of this paper. The (T’o be continued). ‘*Helen’s’’ Starboard Plant. Side. Pa TT = December 1930 Yachtsman. aro eet little trunk into which the ball goes is essential CORRESPONDENCE. otherwise it would blow into the outlet and choke it up. No drawing is given of the water gauge or the ejector cock because the writer did not make these, he bought them from Stuart Turner and so gives their catalogue numbers. The boiler casing is made of XXXX tin and is fastened together with a few tinman’s copper rivets. The back plate, however, is better made of No. 22 $.W.G. copper and should be flanged in the hole as shown, otherwise it cuts into the boiler shell. The side flanging has to be reinforced with 1/16” brass plates to take the 3/32” brass screws. The side plates also have small pieces of brass soldered on to take the screws for fastening the cover. All these are shown on the drawing, fig. 4. The casting is made much wider than the boiler to give a large combustion chamber and also space in which to stow the super-heater coil. The whole of the inside is lagged with }” asbestos milboard. On the centre line of the boiler on each side is another strip of }” asbestos, ?” wide, which is sewn on to the side pieces with thin copper wire. This is to prevent too much of the flame going round the boiler instead of up the tubes. The super-heater coil which is of course the steam pipe should be not less than 4ft. of }” outside dia. x 3/16” dia. copper tube. At one end there is a steel ange to take the stop valve, and at the other a T piece for the STEAM LAUNCH “ HELEN.” Dear Sir, I was interested in Mr. Wallace’s article on the design of the above model. I see in his final design Mr. Wallace introduces a most pronounced hollow in the L.W.L. forward. Now this is, of course, a very old feature, and such an eminent authority on high-speed craft as Mr. G. S. Baker (of the N.P.I.) condemns it in full-size displacement speed boats. This holds good, too, in models (vide Froude’s investigations), and it would, Mr. Editor, be interesting to hear what your readers have to say about the pros and cons of hollow bow lines. As you are, no doubt, aware, many wordy battles have taken place over ‘* hollow versus straight bow lines” at meetings of the Institution of Naval Architects in years gone by. Personally, I regard hollow lines in the forebody as a distinct failure. I await the other parts of Mr. Wallace’s article with much interest. I hope he will give drawings of the boiler, which he has previously described as ‘better than the usual single flue type.” To be more reliable it must be very good indeed. Yours faithfully, P. TURNER. ** Holmleigh,”’ Woodland Park, Colwyn Bay. Model Yachtsman. 193 AAA ACU eset ees FA unlit The I do not think these boats are as long in the keel Yours faithfully, C. 8S. COWPER ESSEX. Keen Ground, Hawkshead, Ambleside. as Mr. Weir advocates, but they have more lateral +b Atal. ee. Pen such a manner as will meet the chance of a variation in the weight of wind during a board. As is obvious, ar this must spoil their chance except on one day in I hope that further experiment may tr se point the way of overcoming this difficulty. I think that everyone would prefer the normal type of keel if it could be induced to perform as well as the finand-skeg, especially under modern rating rules. I have not seen Mr. Weir’s boats sail, and it is possible that he has succeeded in overcoming this difficulty. It is no help to alter the position of the rig over the hull, or the balance between jib and mainsail, nor do I think the fault lies in the hulls. The boats forereach very fast, but the real trouble lies in a real peg to windward. Undoubtedly boats such as the A-class and 6-metres should have a normal keel, but until this difficulty is overcome the demand for the fin-andskeg type will persist. I am pretty sure that if we could get one good enough to win the British A-class Championship and International Races, there would immediately be a demand for this type that designers would be forced to satisfy. I cite these two races in particular as they represent the blue ribbon of the model yachting world and they are the keenest competition we have. Yours faithfully, AYOT. ey – pews. ae ee . arr. Both of these boats are well designed and built. Yet this difficulty exists, and it appears impossible at present, at all events, to get them trimmed in a hundred. j me area than the boats they meet. A certain amount of experimental work has been done with the two boats I am thinking of, and one of them has been considerably improved. The fault is still there, however, and against first-class models it is fatal. oe the boat , before speed er your ” interest = may ee se. Farnborough 00 they sail just a shade too full and lose their position. the erwe- qn myself, Harris (in cover) and Porter. at ep the wind fall light they immediately lay up too close and lose their speed. In a light breeze they will also do well until a fresh puff comes along, when taken or ee) readers. From front to back they belong, I believe, to Messrs. Ford, Vanner (2), Skingley Brothers (2), Regatta, snap M.P.B.A., the Sunday a © appears to me that in a fresh breeze they hold their own quite well when properly trimmed, but should enclosed ame Grand The regatta of the epee M.P.B.A. REGATTA AT FARNBOROUGH. Dear Sir, SF FORMS. Sir, During the past two years or so I have been closely watching the performances of two “‘ normal ” keel boats sailing against fin-and-skeg craft. It i ateenheiethntineeealll KEEL -a-* 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 400 words in length and must be written on one side of paper only, Correspondents are requested to read our nole on this subject which appears elsewhere in this issue. Photo: C. S. Cowper Essex Group of Power Boats at Farnborough Regatta. 194. The Model Yachtsman. KEEL FORMS. Sir, . It is with great reluctance I notice your correspondent’s remarks in the October issue of 77HE MODEL YACHTSMAN. He makes another attempt to minimise the full keel of prototype form—as Cdr. Behenna rightly calls it—and eulogises the fin-and-skeg. He mentions that it appears to be the most successful at Gosport, though it is far from successful here. This begs the whole question. The question raised was whether a prototype form of keel could be designed, built, tried out and be superior in all points of sailing to the fin-and-skeg. I adhere to this. Under what he calls Type 2 your correspondent makes deductions from my statements in your May issue which are erroneous. I fancy he has my * Regulus * (12-metres) in his eye, which . was exhibited in Messrs. Wyllie & Lockhead’s window along with the cup presented by Sir Thomas Lipton, which she won recently in the Championship Competition. If so, his remarks are inexcusable, as I have many times protested against my boats being called long keels. A bulb fin and skeg on the hull of a boat is an excrescence and always robs the sweetness of the stream-line form. December 1930 EXPERIMENTS WITH THE BIPOD RIG. Sir, During the past month my 6-metres “Brenda”’ has been sailed on the Canoe Lake. Southsea with the bipod mast and rig which was described in my letter published in the November number of THE MODEL YACHTSMAN. and has earrisd more sail than with her ordinary Bermudian rig on her old mast, I found that with the bipod rig she carried a larger foresail than her orthodox rig. I have tried the two rigs alternately and on the whole she performs better with the bipod. More recently she has been fitted with the flat Burgess boom, which lets the foot of the sail take a slight flow to leeward instead of being straight and laced down to a straight boom. This has effected a a further improvement. I intended trying a larger rig on her when she should be infinitely superior. I hope to report on this in due course. I may mention that Mr. G. C. Paine of the Poole and District M.Y.C., is also fitting “Mimi” with this rig. Yours faithfully, Your correspondent’s own admission that, viewed from the weather side, the water stream is seen “boiling through the gap between the after end of This has proved satisfactory as she has pointed well to windward W. F. BEHENNA. “Montpelier,” Stubbingdon Ave., Portsmouth. the fin-and-skeg…and that this did not retard the boat” is erroneous, as a wash running from the side at right angles to the boat’s movement is bound to retard speed. In the case of the prototype keel form it glides sweetly on and makes no disturbance of the water whatever, thus proving itself superior in motion. Fife and Watson discarded the fin-and-skeg thirty years ago, and Lloyd’s rules will not allow such a boat except under special overseeing. I have admired some of the hulls of fin-and-skeg boats and consider their form all that could be desired, but when I look at the fin-and-skeg it detracts from the fine form of the hull and mars the beauty of it. No! there will be no beauty in that type. You cannot improve on such masters as Watson and Fife. A NEW SHEET BOWSER. Dear Mr. Editor, I forward you a rough sketch of a non-slipping bowser which I have designed for models, especially on sheets, where there is a tendency for the usual bowser to slip when the sails are flapping. This renders it non-slipping whether there is strain on the sheets or not. I have shown this to fellow members of the Poole and District M.Y.C., and all are adopting it. Yours faithfully, D. WEIR. 127, Loanfast Avenue, Knightswood, Glasgow. LIACKLINE O Yours faithfully, W. S. READ. 17, Seldown Lane, Poole. oe OoONn SSeS eee eneweeeeecaces=: YLRUNNING LINES > Mr. W. 8. Read’s Bowser (see letter). Printed and Published for the Proprietors by H. G. You will notice that the bowser has two holes, one above the other, this forming a slight kink in the jackline, STONE, Town Green, Wymondham, Norfolk, Wiodeli ‘ SALES AND Yachtsman. Vecelmiver ivov ny f —_ vente —.ao ner ihe Ship Model Makers’ Club WANTS. INTERNATIONAL Advertisements are inserted in these coluunnsat the rate of One Penny per word; minimum clurge for advertisement One Shilling. Single letters or figures are charged us words avd @ compound word as two words, The advertisers mame and address are charged for. Founded by Capt. E. Armitage McCann A charge of 6d, extra to cover postages is made for *Box”‘ Replies, cure of these offices. The following words must appear at the end of advertisement; ‘Box——, “Model Faehtsman” Offices, for which usual rate per word will be charged. (Advertisers need not include our full address). When replying to a “Box No.” Advt., address your With an Official Magazine THE SHIPMODELER envelope: Advertiser, Box——, “ I’he Model Yachtsman,” Golden House, Gt, Pulteney St., London, W.1. Beautifully Illustrated Informative Advertisments for these columns must be accom- panied bya remittance, ¢if/ier by Postal Order or stamps, and addressed to the Advertisement Manager, “The Model Yachtsman,”’ Golden House, Gt. Pulteney St., London, W.1. Interesting Annual Subscription including Magazine and Certificate, $2.75 (11/6). Announcements must reach these offices not later than the 10th of the month preceding the month of issue, In advert- Full particulars free. ising Boats for Sale or Wanted advertisers should state, where possible, ‘‘Class of Boat.” These will be classified under their separate headings; wunclassed Models, and articles other than Boats, wnder Miscellaneous. FOR Ship Model Makers’ Club, 55a, Middagh Street, SALE. Successful A-CLASS MODEL ‘‘CHARIS.”’ Winner Brooklyn Heights, N.Y. \ Bradford Cup, 1928. Fully equipped. Three suits Sails. Bargain. Levy, 69, Hambalt Road, Clapham, London, S.W.4. ‘ 2 A ONE COPY VOLUME I of “THE MODEL First P.O. YACHTSMAN,” clean as new. for 25/- secures. wd – “Model Yachtsman” Offices. Se See 2 The Prince of Wales’s Appeal ‘*? APPEAL to the men and women of our Empire to give generously in support of this Life-boats. I great appeal service—the not only President of the Institution, Master of the Merchant Fishing Fleets.’’ Vancouver WANEY For Model Yacht Building. Up to Large or small wood quantities. This is Will you without a blemish. Honorary ‘l’reasurer. your Will? Secretary. Royal National Life-Boat Institution, Verney Road, Rotherhithe New Road, In replying to Advertisers, in THE EARL OF HARROWBY, G. IF’. SHEE, M.A,, Timber Merchants and Importers, “. also remember the Life-Boats T. MARCHANT, LTD., LONDON, S.E.16 and Every year we need 1,000,000 FIVE SHILLINGS to maintain the Service. Please send your 5/- to-day and be “ONE IN A MILLION.” PINE 24in. wide, any thickness. Navy EDWARD P. Life-boat A House, ee First-class as but as 22, Charing Cross Road, London, W.C.2 please mention yA THE MODEL YACHTSMAN. The Model Yachtsman. | December 1930 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, Glenham Open Challenge Cup, 1930 Serpentine Open Challenge Cup, 1929 and 1930 1930, (twice) Designer and Builder of “PLOVER,” 15in. Scale Six Metre Class. Winner of ‘“Wade’’ Open Challenge Cup, Bradford, Highest possible Workmanship and Finish, guaranteed Sails, Fittings, Casein Glue. Phone: 4708 Clerkenwell. faultless. All 1930 Designs and Models Spars, Union Silk Sail Cloth, Hollow Masts a Speciality. Workshops: 331, St. JOHN STREET, LONDON, E.C.1. 3 61 WALKERS 61 What about that Yacht this Christmas P We have in stock one of our 36 ins. yachts and also a 10 Rater, (both built to Mr. Littlejohn’s designs), which you ought to see. By 36 Christmas ins. time we you fitted shall have some 30 ins. and automatic steering which we shall offer at reasonable prices. When yachts, with come to see the yachts you must gear, make a point of seeing our model railway. What about that Model Railway this Christmas P WALKERS 61, Baker (Baker Street, Tel.: Welbeck Street), London, Lid., W.1i. 8835. In replying to Advertisers, please mention THE MODEL YACHTSMAN,.

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