The Model Yachtsman: Volume 4, Number 1 – April 1931

—- PRIL 4. NO. 1. rl … Editorial News of the Little Ships Scottish Page The Clipper Ship ‘¢‘James Baines”’ … aa 8 The Importance of Organis7 ation in our Sport Le With the Power Boat Clubs 11 A new four-stroke Engine Speed for Petrol Boat Enthusiasts … assists Tubby Wilkins Power Boat Regatta at a : 12 14 Correspondence W y ae J & : +)99D))) BRR FAS Sats 4 oe, GOLDEN | HOUSE, GREAT LONDON, PULTENEY W.1. STREET, Sig ee 1931 April 1931 The Model Yachtsman. First-class SAILS Vancouver WANEY For Model PINE Yacht Building. sin. for Decks, and any thickness up to 24in. wide. Best Union Silk in 3 Grades This wood is without a blemish. T. MARCHANT, LTD., Timber Merchants and Importers, Flags & Pennants Verney Road, Rotherhithe New Road, LONDON, S.E.16 any size and design. 36in. L-O.A. SHARPIES SAIL CLOTH to design published in the ‘Model Yachtsman.” Mahogany Fin, -Nose and Transome. Chas. Drown, and Pulleys, Pine Spars, Rigged in the best style with Sails including Spinnaker by W. J. 8, Ullswater Rd., West Daniels. A. Norwood, W. H.BAUER and Yacht Repair J. CHILD, London, S.W.4 ia BLUE 4 ‘Se PRINTS OF SHIPS for Model Makers. Send for Circular. Fit-out Service. G. B. DOUGLAS, 165, Summit Avenue, Spars, Sails, Fittings and Accessories for all Classes. To order only. 80c, The Chase, Clapham Common, a Model Pine Planked, Ten Planks in Floor, Plated Fittings Upper Montclair, N.J. U.S.A. To order only. Te a Decorative, Water-Line Cold & old-time Ship Models Built and Water Waterproof. Restored. Glue Heatproof. The best CASEIN GLUE for Model Builders Sample Tin 8d. post free. Workshops: S 237, Goldhawk Road, London, W.12 Trade J. enquiries invited. TREVOR, 326, Dollis Hill Lane, London, N.W.2 y, S In replying to Advertisers, please mention y, THE MODEL YACHTSMAN. A LC # MONTHLY MAGAZINE FOR MODEL MARINE ENTHUSIASTS. APRIL, 1931. No. I. EDITORIAL. nar years ago we started this magazine, which was at first exclusively devoted to sailing models. Ser Gest number was very cheaply produced with ‘eedly any illustrations and was half the size of PE MODEL YACHTSMAN to-day. Thanks to magazine was actually losing money on those numbers, they will realise that we could not have carried on long on that scale. We have presented this side ot the question first as certain sailing men amongst our readers, albeit “ee staff paying a large part of the expenses out of not a large number, have written us that they do “et own pockets, that number just about paid for not See Yachtman’s Own Magainze.”’ For our next two numbers we were greatly teiped by Mr. W. H. Davey, of the Bourneville and Semingham Clubs, who presented us with all the feel to-day that it is so much “the Model Yet there is another point of view besides the mere economic one of production that is worthy of After eighteen months running we found that not consideration. None of the branches of marine modelling is really strong enough to support any- e=)y was it impossible to make the magazine pay its thing in the way of a magazine by itself, unless it is way on sail alone but that we were actually running = loss. We had, however, been repeatedly asked a sort of ‘‘ Parish’ magazine. By combining all these interests a good magazine is possible, and if we have the support of all marine modellers—sail, rae Weeks needed for these numbers. edd a power-boat section and also to extend our As it was a choice between trying the experiment of making this paper = magazine embracing every aspect of marine model| pe as regards ship-modelling. ee or closing down, we naturally decided to try to earry on. Since that time the magazine has added wery largely to its circulation, and to-day is solvent, guys its way, and is increasing steadily. ms Moreover, as the magazine is now double the size sar first number, we are giving more to sail than we did in our first issue. Possibly some sailing men my feel aggrieved when they remember that many ef owr numbers had sixteen or twenty pages solely Gevoted to sail, but if they remember that the power and ship—we can increase this magazine to a point. that it will be worthy of all the interests represented. Again, these various interests have really much in Both sail and power require waters, common. whilst ship and prototype models should be of interest to any one who has, what one may style, the marine instinct. What we are after is to improve this magazine, but to do so, we have got to have support from all mode] marine men. To unanimous be candid, the increase and improvement of this magazine is entirely a matter of £s.d. In asking model marine 2 . The Model Yachtsman. Rye OT men to support their own paper, it may be said that we are interested parties. We certainly are. If we were not, why should we have worked hard for three years and risked our money in this paper without drawing a single penny out of it ? All we have got is the praise of those who appreciate our efforts. And this is great encouragement and reward for our labours. A letter just received reads: ‘I enelose order form for THE MODEL YACHTSMAN, and jolly good value too!” Another says: ‘‘ I always welcome the arrival of THE MODEL YACHTSMAN. My copy gets read from cover to cover, contents and advertising, ard ee ee nwa In Germany there is also a considerable demand for a smaller class of boat toa simple formula. At the present time the following formula in which all measurements are based on the L.W.L., is under consideration :—L.O0.A. 90-100 c.m. Overhangs (fore and aft) must not together exceed 50 p.c. of L.W.L. Greatest breadth must not be less than Some of our older model yachtsmen will remember that there was another “‘ Model Yachtsman ”’ some years ago, but it was not under the same proprietorship and came to an untimely end. The American Model Yacht had only a year’s run, though our must not exceed L.O.A. American contemporary, Model Yachting, appears can be built up or dug-out. The drawing is one-third full size. For the bottom of the weight 3% inch wood will: be suitable and the top and bottom are fastened together with $-inch No. 2 brass screws. A marine model magazine is a real necessity to all branches, and if every club member will take his copy, we will make very rapid progress. At times each and every reader may feel that he would like a little more on his particular branch of marine modelling, but he must realise that we have many different tastes to cater for. When we are larger, he will find we are able to do better. It is, therefore, to the interest of all to get us more readers until the happy day arrives when we are able to make every number a bumper number for all classes of marine modellers. Volume, we felt that we should like to once more set eS is making progress. Eight new A-class models are projected and two more are already on the stocks. In Germany there is a dearth of suitable waters and boats have to be handled from skiffs. 25% of L.W.L. Greatest draught must not exceed the beam. Weight not under 6 kilos. S.A. not over It is seldom that we trouble our readers with such a long Editorial, but with the start of our Fourth eS GERMAN NEWS. Although circumstances do not permit Germany to enter for this year’s International Races, the sport I am glad to see it growing. It is rather odd that no other real model yachting paper has been able to survive.” at intervals. TE April 1931 forward the difficulties we have to contend with and the aims and ideals that we have always kept before us. We have to announce that Mr. A. C. Davison, A.M.1.0.E., has joined the Editoral Staff of THE MODEL YACHTSMAN. He has taken over our News of the Little Ships Columns. INTERNATIONAL RACING MODEL YACHT ASSOCIATION. Members are requested to note that the Hon. Secretary, Mr. H. B. Tucker, has changed his address to 20a, Arkwright Road, London, N.W.3. Herr Paul Kriiger, Chairman of the Model Sailing Branch of the Deutcher Segler-Bund, has retired. The new Chairman is Herr Focken. All communications should be addressed to the Offices of the Deutcher Segler-Bund, Ceciliengiirten 23, BerlinFriedenau. Fresh supplies of A-class Rating Certificates are now available I.M.Y.R.A. from the Hon. Secretary of the 0.75 sq. metres. Mast height measured from L.W.L. HOME-MADE SHIP WEIGHTS. The illustration of a home-made ship-weight is by our contributor H. K. C. The top of the weight Our contributor advises that these be filled with shot, but if desired there is no difficulty in casting lead into a wooden mould. The weight given of 2 lbs. seems to us to be somewhat on the light side if good still battens are being used in designing. SS =e SY fats SPACE with Weep = = Apou7r 2L85 OF SHOT = NS = = S i ene ce cagditn ieaes os ly y ly 7 fer ; I!We @ HOME MADE () ,! eo] SHIP WEJGHTS — SCHOOL HUMOUR. Question : What is a navigator ? Answer: A strap worn by a navvy just below his knee to stop the rats from running up his trousers. April 1931 The Model Yachtsman. <= Se SOUTHERN UNION. (Correspondent, Pay-Lt.-Cdr. W. F. Brnrnna, R.N.) S.M.Y.U. ee The Annual General Meeting was held at the Victoria Hotel, Surrey Street, Portsmouth, on February 29th, a convenient venue as it is only three minutes from the town station, and cars can be Those present were: Messrs. parked nearby. G. C. Paine and F. T. Orchard (Poole M.Y.C.), Messrs. W. Shell, G. Williams, and G. Offord (Portsmouth M.Y.C.), Messrs. H. G. Pyne, F. Crane and W. F. Behenna (Solent M.Y.C.). Apologies were received from Mr. D. G. Smith (Southampton M.Y.C.) and Mr. Garland (Weymouth M.Y.C.). The President, Mr. G. C. Paine, took .the, chair. Minutes of last meeting were read and confirmed, also balance sheet, which showed a small balance in hand and subscriptions due from several clubs. The following officers were elected: President, Mr. G. C. Paine; Vice-President, Mr. F. Bickford (Guernsey M.Y.C.); Hon. Secretary and Treasurer, Lt.-Comdr. W. F. Behenna, R.N. Official Measurers : Mr. W. Shell. Fixtures were arranged as follows:— April 25th. 6-metres, Southampton. Poole and Solent. May 9th. 2.30 p.m. May 25th. 12-metres. W.M. Southsea, 2.30 p.m. May 25th. July 4th. S.M.Y.U. at Southsea, 10-rater. S.M.Y.U. at 10-rater at Poole Cap, 2.30 p.m. A-class International 8.M.Y.U. at a Gosport. It was reported that all the S.M.Y.U. races, A-class, Combined Metre and 10-rater had been carried out. The next meeting of the 8.M.Y.U. will be held at Southampton early in 1932. GOSPORT M.Y.C. Since October last Gosport has had no model yacht club. Gosport with its fine lake; Gosport, the venue of the British Championship and the International Races ; Gosport, which had produced two International Champions—R. Jurd_ with “Gertrude” and A. Jones with “Little Nell.” This would be like “‘ Hamlet’? with the Prince of Denmark left out, and would never do. So apparently thought the Mayor (Councillor C. E. Davis, J.P.) when he presided over a meeting at the Town Hall on February 27th. The main facts were presented by Alderman E. W. Lapthorn, J.P., Commodore of the former club, who stated that model yachting was a good thing for the town and Yachtsman. April 1931 that he had promises to join a new club from many prominent men, including that well-known supporter of sport, Mr. W. A. Rowe, J.P., and that he hoped the Mayor would consent to be the first President. On the motion of Mr. W. J. T. Williams, seconded by Councillor C. Upson, the meeting agreed to form a club, and 27 members were promptly enrolled. Mr. H. G. Pyne was appointed temporary Hon. Secretary and a provisional committee elected, consisting of Paymaster Lieut.-Comdr. W. F. Behenna, R.N., Alderman E. W. Lapthorn, Capt. A. W. Houston, Messrs. F. W. T. Williams, H. H. Fereday, and J. G. Kimber. A provisional date, June 18th, was fixed for the “ Nyria ’’ Cup A-class race. Councillor C. Upson, Chairman of the Corporation Publicity Committee, and also of the Gosport Council of Commerce, said that they were looking forward to the International Model Yacht Week, as they wanted to make it the centre of a civic celebration and were looking to all the sporting organizations of the town to help. Gosport is therefore doing its part nobly, and visitors to the International Regatta can look forward with confidence to even a better time than before. POOLE M.Y.C. The Club held its Annual General Meeting at the Promenade Café. Congratulations were tendered to Mr. G. C. Paine on his election as Vice-President of the M.Y.A. The Secretary reported a most successful racing year and an increase of membership. officers elected were: The President, the Mayor (Alder- men J. Rogers); Commodore, Alderman Carter ; Vice-Commodore, A. F. Roberts; Rear-Commo- dore, P. Woodcock; Official Measurer, R. Moore ; Hon. Secretary, B. Shutler; Hon. Treasurer, S. H. Pearce. The Club is flourishing, but to strengthen its finances a small entrance fee will be charged on all races except those of the Junior Section. Members have volunteered to renovate the club boathouse and additional matches are to be sought with Lymington. HOVE & BRIGHTON M.Y.C. We are delighted to see the energy with which this Club is going ahead. They have been handicapped for some time by the removal of their water for repairs to the lagoon, in spite of which their membership has increased, and now that the lagoon is available again there has been a rush of applicants, so great that they have had to petition the Corporation for additional storage room and are awaiting its decision. In the meantime they are going ahead with what they have, and have several new and up-to-date 10-raters afloat. A contingent is coming to London to compete for the Dacia Cup, which they narrowly missed winning last year; they are visiting the M.Y.S.A. again on June 14th and Eastbourne on May 10th, and the M.Y.A. is organising a meeting at the Lagoon for July 12th. They are also sending a contingent to the National 10-rater Regatta at Eastbourne on Easter Saturday. be| The Model Yachtsman. April 1931 They are encouraging the youngsters by holding a Junior Regatta and, not content with all this, have started to compete with us by publishing their own Club journal, the Lagoon News. Such enterprise is all to the good of the sport and we wish them success in every direction. SOLD OUT! Whether it was the effect of a few spring-like days or not we cannot say, but there was an unexpected rush on our March number and we were sold out within a week of publication. We find it very difficult to forecast the sales of any particular number, though subscribers and standing orders for Clubs help in this respect. A small stock of March was kept back to com- plete Bound Volumes and a very limited number of these is now available. Early application is essential to avoid disappointment. Price 126 post free. Sailing Water of the Hayle M.Y.C., Cornwall. Our Scottish Pa ¢ & By Wanzi fanyax HIS month we have to deal with the Annual General Meeting of the Scottish Model Yachting Association. This was held on February 28th with the Commodore, Mr. A. McDoughall in the chair. In his opening remarks the Commodore reviewed the past season and called on members to make a better show this coming season. The writer would like to endorse these remarks in every way. Last season was certainly not a creditable one as far as Scotland is concerned. One or two enthusiasts in particular were wont to test the efficacy of the rules. Quite a lot of amusement can be obtained from this sometimes, but it needs more savoir-faire than the average man possesses, and in many cases it borders on sharp practice. We are all model yachtsmen simply for the mental and physical stimulus of the pastime, so let us keep this pragmatic view out of the sport. From time to time the writer finds something to grouse at, but it is hoped that any criticism offered is constructive. After the Minutes, Correspondence, Secretary’s Report, etc., had been dealt with, the meeting elected Office-bearers for the ensuing year as follows : Commodore, A. McDoughall; Umpire, M. Tod; Measurer, 8. A. Sharp. Notices of Motion were then read. The West of Scotland M.Y.C. put forward their hardy annual about the adoption of the International system of Measurement. Here the writer has a further grouse. At every Meeting that he has attended on behalf of this magazine, valuable time has been lost by a lengthy discussion of some motion which is eventually found to be out of order according to Rules. As the Secretary is the only person in possession of a copy of the Minutes, it would not be a very difficult matter for him to look over Notices of Motion beforehand snd save time being wasted in this fashion. The next item also originated with the West of Scotland and-was carried that the 6-metres Championship (S.M.Y.A.) will be sailed under International Sailing Rules. This was followed by a motion by the Paisley M.Y.C. to adopt the M.Y.A. Sailing Rules en bloc, and this was also adopted. ee ee ee ae 8 April 1931 The Model Yachtsman. This creates rather a peculiar situation. Both the 6’s and 12’s will accordingly sail under the same rules as far as handling is concerned, but on the bank things are different. In the one case a ten-bob note has to be carefully pinned to the top left-hand corner of any protest, but in the other you may air your views free gratis! Personally the writer has great faith in the ten-bob note business when it comes to soothing restive Scots. It is a pity that the Paisley motion was not extended to cover both classes. In any case it will be a great improvement to have every boat with her marks properly put on her sails and after races there will be no more measuring troubles. Every boat will measure in before the race, so to speak. On the face of it, it might appear complicated to have one rule book for the 12’s and another for the 6’s, but after a year or two we have no doubt that one or other will be preferred and taken on entirely. The next five items on the Agenda were mostly defeated and do not merit further mention. The question of the possibility of an Anglo-Scottish amalgamation next came under discussion. As it was too late to go into this important matter in the detail it deserves a Special Committee of plenipotentiary Scots was formed, and we shall hear more of the matter at an early date. This Committee has a wonderful chance as it is free in every sense and we in Scotland rely on it to look well ahead. On several occasions we have heard remarks to the effect that the S.M.Y.A. must never sink its identity. We would remind the Committee that it takes a remarkably fine personality to sink its identity for its fellow men. One has to be really big to do this effectively. However as far as we know, there has been no suggestion on either side that the 8.M.Y.A. should become a drop in the ocean. Personally the writer feels that most of the drawbacks are purely imaginary in any sort of amalgamation. THE CLIPPER Certainly SHIP we shall never see a rush from either side of the border to interfere in each other’s affairs. SCOTTISH FIXTURES. We appenda list of the most important events of the coming season. May “a 2. 9. West of Scotland Open Regatta (12-m.). Paisley M.Y.C. Open Regatta (6-m.). » 16. Elder Park M.Y.C. Open Regatta (12-m.). » 30. Queen’s Park M.Y.C. Open Regatta (12-m.). June 6. » 20. » 27. Aug. Sept. » Kilmarnock Regatta, Ayrshire only (12-m.). Clydebank M.Y.C. Open Regatta (12-m.). Queens Park M.Y.C. Open Regatta (6-m.) Inter-club Regatta at Port Glasgow 8. (12-m.). Richmond Park M.Y.C. Open Regatta 29. (12-m.). S.M.Y.A. 12-m. Championship at Clyde- 5. bank. West of Scotland Open Regatta (6-m.). Paisley M.Y.C. Open Regatta (12-m.). 26. S.M.Y.A. 6-m. Championship at Clydebank. The dates for the Paisley and West of Scotland events will, no doubt, be adjusted to avoid the clash, and any change will be mentioned in these notes. The water and date for the Robertson Cup Race has yet to be fixed. The dates and waters for the M.Y.A. British 12-metres Championship and the M.Y.A. British 6-metres Championship have also to be arranged and will be announced in due course. Both these races are taking place in Scotland this year. We expect that one or two very interesting interclub events will also be arranged early in the season. We have to thank the Port Glasgow M.Y.C. for their Club programme. We shall certainly try to pay them a visit during the season. “JAMES BAINES.” By G. B. Dova.as. HE “James Baines” was the third of a quartet of extreme clipper ships built by Donald McKay, at East Boston, Mass., to the order of James Baines and Co., of Liverpool, for the operation of their * Black Ball Line * of Australian passenger packets. Her predecessors were the “ Lightning” and the aniline hiatal **Champion of the Seas” while the last one of the quartet was the “ Donald McKay.” Each boat in turn was somewhat larger than the one preceding it, and each, as it was built, was respectively the largest merchant ship flying the British flag. The ‘James Baines”’ was launched July 25th, 1854. Under Captain McDonald, she sailed from Boston September 12th, 1854 and made the run from Boston Light to Rock Light, Liverpool, in twelve days and six hours—a record run. She was in ballast and uncoppered, while this was her Captain’s first experience in a clipper. At times she logged twenty knots, yet her best day’s run was only 337 miles. She left Liverpool December 9th, 1854, with 1,400 tons cargo and 700 passengers, and made the run to Melbourne in 65 days 5} hours, her time from Rock Light to Hobson’s Bay being 63 days and 18 hours. In 234 consecutive hours, running her easting down, she covered 423 miles ; another day’s run, noon to noon, was 407 miles. She sailed from Melbourne March 12th, 1855, and made the run to Liverpool in 69} days with 420 miles as her best day. Again leaving Liverpool August 5th, 1855, she arrived at Melbourne 79 days out. Returning to Liverpool she was 85 days with light and variable winds. Su pplement to The DESIGN FOR Model Yachtsman. 12-METRES MODEL. By D. J. McGregor. oe EL ais Dimensions. LOA; J70 Beam L.W.L. 44°40 Draught VS.A. 12°90 8°70 42°10 Displacement 34 lbs. 10 ozs. Lead Keel 24 lbs. 4 ozs. To face page 8. April 1931 Scale one sixth of Full-size. ee or fe | ae em $i, Sens <<. — — The Sail Plan of this powerful model will appear in our May issue. Supplement to The THE CLIPPER Model Yachtsman. SHIP “JAMES BAINES.” Designed by Donald McKay. Scule: 1 inch = 382 feet. see a 2] Ui - “ ee te a . —— ‘ee ee *TM ee et ne Pee 5 =f ' oe ee SHIP James BAINES Bunt er “ — Dowaca Me Kay £as7 Boston Mass fos SamesBainés &Co ~~ Lewern, 0A e 164 fr (LBP Qyr Qenam Mo aerrn TowwAte <« p- 27 . LIVER POOL ENG Launcwao, Svar, 25% 1959 BuAntO AT Liv ER POO% APA 2 1 ETE 2575, Aman 2275. fxs Hein Beacw, Oecx Houses, POOP, (NS1 OE QGULWARKS. Ws Tt WaTaawarvs Geust PT) ee . ee et ee _ ee ete Be Ee eee ee a ee ee . ee ied ee 5 pe er ee eee s ee ee ! 1 ! f ‘ April 1931 To face page 9. Lines drawn by G. B. Douglas. * Sail Plan will appear in our May issue. April 1931 The Model Yachtsman. She sailed from Liverpool April 7th, 1856; did mot clear Cape Saint Roque until 29 days out and was 45 days and 6 hours thence to Cape Otway. In seven days she ran 2,276 miles. On May 28th she made 2 degrees 15 minutes of latitude and 8 degrees 7 minutes of longitude, calculated as 404 miles. The log showed “ Brisk gales with occasional heavy squalls and rain and wind increas- ing.” On June 15th the entry is ‘“‘Commenced fresh breezes with rain and sleet ; at 8 a.m. sighted a ship ahead under double reefed topsails, we having main skysail set and going 17 knots. At 1 p.m. along side the ship ‘ Libertas.” At 2 p.m. she was out of sight astern.” The entry of June 18th is: ~ Wind freshening; at 8 p.m. took in all starboard stunsails; a main skysail set; ship taking out 21 knots. Fine clear night; fresh gales till nearly noon with snow squalls.”” Four days later in a snow squall, which fortunately lasted only three minutes, and the barometer gave no notice, the ship broached to; blew away all head sails, the foretop and topgallant sails, two sails on the main mast and all the staysails, besides carrying away the main and the main topgallant yards. The “Baines” sailed from Melbourne August 7th, 1856, and had but two good days’ runs, 356 and 340 miles, to the Horn, which was passed 36 days out. A further series of light and baffling winds was encountered in the South Atlantic and the line was not crossed until the sixty-fifth day out. On the eighty-fourth day out in latitude 29 degrees North she fell in with the “‘ Lightning,” which had left Melbourne 21 days after her, but had gained 12 days on the run to the Horn and an additional nine days in the South Atlantic. The two ships were in company off and on for five days in light and variable winds, neither having any advantage. Both arrived in the Mersey on November 20th. In January, 1855, the “ Baines” left Liverpool for Melbourne and was beaten five days on the run by the “Lightning” which sailed February 5th. On the homeward run, however, the ‘‘ Baines ” squared accounts by beating her rival six days. Both ships as also the ““Champion of the Seas” were then chartered by the Government to take troops to India. The “ Baines” left Portsmouth August 8th, 1857, having on board the 97th regi- ment of 1,000 men and arrived off the mouth of Hoogly River in 103 days. On April 16th, 1858, she arrived at Liverpool from Calcutta in the fast time of 77 days from the Sand Heads. The cargo in the between-decks was duly discharged and on the 2lst the lower hold hatches were taken off in the presence of surveyors, everything appearing to be in first-class order. The next morning, however, smoke was observed issuing from the main hatch, and efforts made to get at the fire and quench it proved futile. The ship was scuttled, but there nct being sufficient depth of water in the dock to smother the flames, the ship was burned to the water’s edge, the mast falling over the sides. The 9 cargo remaining in the ship at the time consisted of 2,200 bales of jute, 6,213 bags of linseed, 6,682 bags of rice, and 40 bales of hides. The wreck was sold at auction for £1,080 sterling and was later converted into a landing stage. The value of the ship and cargo destroyed was estimated at $170.000. The Boston Semi-Weekly Atlas, in the issue of September 2nd, 1854, has an article on the ship and the following is the most important extract: “‘ She was 266 feet long between perpendiculars on deck, 44? feet extreme beam, 29 feet depth of hold with three decks, a poop, two houses, and a topgallant forecastle. She registered 2,525 80/95 tons American Measurement or 2,275 tons British. Dead rise 18 inches. She had as a figurehead a bust of her namesake, carved in Liverpool and said to be an excellent likeness. It is blended with the cut water and is relieved with gilded carved work and forms a neat and appropriate ornament to the bow. The stern is ornamented with carved representations ‘ of the globe itself’ between the arms of Britain and the United States, surrounded with fancy scroll work, with carved and gilded drops between the cabin windows, and her name above all—the whole tastefully gilded and painted. ** Her bulwarks are built solid, and are surmounted by a monkey rail which is panelled inside, and their whole height above deck is about six feet, varying, of course, at the ends. She has a full top gallant forecastle which extends to the foremast and is fitted for the accommodations of her crew; abaft the foremast a large house which contains spacious galleys, several staterooms, storerooms, ice room, and shelters a staircase to the deck below. She has a full poop deck between seven and eight feet high, under which is the ladies’ cabin, 30 feet long by 13 feet wide and 63 feet high. There are 1] spacious staterooms, a bath, and other rooms. The Captain’s cabin and sleeping room are on the starboard side and communicate with the wheel house on deck, so that it will not be necessary for him to enter the ladies’ cabin. (To be continued). The Model April 1931 _ = THE IMPORTANCE IN OUR ——s z v consideration of the importance of In the sailing model world to-day things are very = TS a highly SS Ss for organisation in our sports. Association, a powerful National Association and a number of District Associations besides a network of clubs that extends throughout the Kingdom. organised. We have an _ International If ome considers the matter, an International Association is a group of National Authorities banded together and working internationally for the good of the sport, a National Association is a group of clubs working nationally to the same end, whilst a Club is a body of individuals likewise working for the sport. Therefore, every individual model yachtsman or power-boat man is really a part, albeit a small part, of the International body. Now Clubs are ruled by the wishes of the majority of members as expressed by their votes, National Associations are ruled by the clubs composing them, an International Associations by the votes of the National Authorities. Therefore, the International and National Authorities are nothing more or less than Individual Modelm>n taken in aggregate, acting through their representatives. A prominent officer of a well-known provincial club once described the M.Y.A. as “a body of old gentlemen sitting in London and making a lot of regulations to impede sport.” He was entirely wrong. The representatives he referred to were probably younger than himself on average, and the regulations made were the result of many years of practical experience, and represented the wishes of the majority of model yachtsmen throughout the country. Further as no rules can be finally passed except at a general meeting, it was quite open to him to have come up to London to that meeting and put forward his point of view, which as a matter of fact differed from that of the majority. ope Ss a aes: ab ete Undoubtedly, any code of rules will not please everybody, but if this is made by majority vote, it oe —peege—ean ewes OF ORGANISATION SPORT. By “ Moeapor.” OR various reasons, the present time seems ripe In the Power Boat world, a move is afoot to get an International Association working; we have a National Association that is rapidly increasing in strength and a large number of clubs in many parts of the country. he Rell Ele del Yachtsman. % ne 10 is the duty of the minority to appreciate this and accept with all good sportsmanship. A good sportsman is a good loser whether at a regatta or in the Council Chamber. In any Association the cluts composing it must realise that they cannot always hive matters entirely their own way, as in a Club any individual member is liable to find that he cannot always have matters his own way. It is entirely a question of give-and-take, and nobody must expect that others will invariably do the giving whilst he himself always does the taking. In this connection it is interesting to recall what the Model Yachting Association has done and is doing for the sport. Years ago before there was any M.Y.A., each club had its own sailing rules and classes. A model yachtsman moving from one district to another, or even going on holiday, found that he had to learn new sailing rules and probably get a new boat also before he was able to take part in local races. The M.Y.A. was formed mainly to secure uniformity in these matters, but its other benefits have gradually been found. The fact that there is a national organisation numbering well over forty clubs impresses the Public and makes them realise that model yachting is a highly organised sport, and not merely an amusement for our first and second childhoods. Another benefit is that with proper organisation the sport has been cleansed of many undesirable features. Many of our older model yachtsmen were good sportsmen who would scorn to take an unfair advantage, but others were not. With lax rules and organisation, this small minority of bad sportsmen was able to exercise a detrimental influence on the sport. Umpires’ decisions were disputed, and unfairness, both in sailing and umpiring, was not unknown at times. Under the M.Y.A. regimen these abuses have been stamped out. Unfortunately at the present time there is a certain amount of discontent amongst certain clubs. This can directly be ascribed to jealousy and absence of a reasonable spirit of give-and-take. The jealousy in question is what may be called class jealousy because the A-class has been selected as the class for international competition and consequently enjoys a certain amount of popularity and publicity. Undoubtedly the A-class is a big boat and expensive to build and carry about to races. But after all, A-class owners are not all rich men, and many have to save in other directions to pay for their sport. If they do this, others could do the same, and if they do not choose to do so, they should not carp at those who do. The only insuperable obstacle is physical disability to handle such a big boat. The other cause of discontent is that from time to time in the interests of the greatest number it is advisable to move the venue of races. Clubs some- times think that because a race has been held a number of years on one water it becomes a sort of April 1931 11 The Model Yachtsman. Qesseriptive right. In the selection of a water for “my national event the M.Y.A. should be weighed by two considerations only—whether the water is geed enough to obtain a satisfactory result, and WITH Te POWER BOAT whether the race in question will do most good to the sport by being held in that particular locality. To secept these decisions cheerfully is a matter of good sportsmanship on the part of Club and individual. The main object of any national authority is to legislate for the sport and its secondary object to promote racing. must be not In this latter connection the aim only to provide sport in certain localities but to benefit model yachting as a whole. We have heard many grumbles from disgruntled modelmen and even talk about resignation from the Association by certain Clubs who had hoped for preferential treatment, and had not got it. This display of childishness should be stamped out by good sportsmen. Now there is one way in which good sportsmen ean help the M.Y.A. and their Club at the same time. The Association takes model yachtsmen as Individual Members. By joining as Individual Members not only help to swell the Association’s funds, but increase their own Club’s voting power. The Model Yachting Association is not alone in having occasional trouble of this kind, and my remarks apply almost equally forcefully to Model Power Boating. Association is in process.of formation. It is up to the British Model Power Boat Clubs to back up the Model Power Boat Association very strongly at this juncture. There are quite a number of Clubs in the U.K. which are not yet members of the M.P.B.A. If they joined up now, it would greatly strengthen the Association’s hand as the bigger the National body the more influential it must become. What the M.P.B.A. has done for sport is well- Rapid The Association held it annual General Meeting on February 28th, with Mr. J. B. Skingley in the chair. Mr. Victor B. Harrison was elected VicePresident and with this addition the remainder of the officers were re-elected en bloc. A resolution was passed to accept the proposal from the I.M.Y.R.A. and to change the date of the International Race to June 21st. A Racing Committee is being formed to deal with these matters and to formulate a scheme for dealing with records made by various types of craft under M.P.B.A. rules. The Hon. Secretary reported that two new Clubs had become affiliated and gave a detailed account of the regattas, exhibitions, etc., that the Association had organised, and said that they had distributed nearly £100 in prizes, The following fixtures were arranged :— May At the present an International Model Power Boat known. THE MODEL POWER BOAT ASSOCIATION. development on Victoria Model. Steamboat Club. May 24th. Paris Regatta, Paris (subject to confirmation). June. Hampstead and Highgate. Hampstead. July 12th. South London Model and Experi- mental Boat Club. July 26th. Southend. Brockwell Park. Southend Model Boat Club. (Subject to confirmation). August 30th. September Farnboro’ Regatta. Farnboro’. Grand Regatta, Victoria Park hitherto The accounts for the year were passed, also the Every power proposal for a new system of numbering boats for boat club shonld bear a hand and thus help the this season, and a vote of thanks was tendered to the sport along. officials for their services during the past year. unprecedented scale is foreshadowed. a_ 3rd. Victoria Park. Let us try rather to bring more and yet more elubs into the national associations, and thus combine together for the promotion of clean and healthy sport. It may mean a sacrifice here and there, but that cannot be helped. A sacrifice made for the good of the sport is the act of a sportsman and its own reward. * * *£ * KF It will be noticed that two of the above dates have not yet been fixed, whilst two others are subject to confirmation. As soon as these are settled they will be announced in the columns of THE MODEL YACHTSMAN. Any other alteration or addition to above fixtures will likewise be announced in due course. FOR SALE. One only copy Bound Volume of THE MODEL YACHTSMAN Volume I. Clean and as new. First cheque £2 2s. Od. secures. P.Z., co THE MODEL YACHTSMAN Offices. Ba oe 12 The Model Yachtsman. April 1931 A ‘NEW FOUR-STROKE PETROL ENGINE FOR SPEED BOAT ENTHUSIASTS. SS eee ye By Our Own REPRESENTATIVE. HE writer recently had the pleasure of inspecting the new “ Simplex ” four-stroke petrol engine which has recently been marketed by Messrs. Bonds of Eustin Road. Every model speed boat enthusiast has not the ability to design his own plant nor yet the necessary facilities to overcome constructional difficulties. We have no hesitation whatsoever in recommending this engine to those who either buy their engine complete or purchase castings to finish. What struck us most about this engine was its simple and robust construction. All bearings are of very ample size and the whole lay-out is carefully thought out. It is in fact a clean and efficient piece of engineering that reflects great credit on its makers. Not only can this engine be made up by the amateur with only a limited amount of plant at his disposal, but the price itself is extremely reasonable. The finished engine is sold at £6 10s. or the set of castings (with complete set of constructional drawings) for £1 17s. 6d. The general lay-out and design can be seen from the drawings on the opposite page which are reproduced by kind permission of Messrs. Bonds. Whilst a photograph only conveys a general idea of the finished appearance, a detail drawing leaves nothing to the imagination. ee The engine is 1}” bore and 1}” stroke, so that it is within the International cylinder capacity, whilst the weight has been kept down to approximately 44 lbs., which includes the sparking plug and Ee Be tal sittin eR Cee PEE TERETE tom oo ————S ignition timer. In designing the engine the designer’s two chief aims were power and ease of construction. Large power output has been attained by careful designing of the head. Mertical overhead valves are used of }” diameter working in y%” diameter ports opening out to }” diameter where the carburetter and exhaust manifolds bolt on. All the ports are machined out of the solid head casting. These are machined at a special angle so that the common fault of back pressure caused by 90° port design is practically overcome. The valves are machined out of 3% nickel steel and are operated by hardened steel rockers mounted on supports cast on the iron head. The cylinder is iron with an aluminium jacket shrunk on, either for water cooling or air cooling. A large amount of weight has been saved in making the crankcase and piston in a special magnesium aluminium alloy which is 40°% lighter than the usual aluminium used for these purposes. The piston is fitted with two iron piston rings of 7” x 7” section and }” diameter gudgeon pin. The standard connecting rod is cast in gunmetal of H section, the big end being split for taking up wear. The big end bearing is 4” diameter and }” long, which is large for this size of engine. The crankshaft is machined out of a solid steel stamping and is fitted with gunmetal counter balance weights on the crank webs. This also has }” diameter journals, the flywheel side being 1” long and the camshaft side }” long. Attached to the crankshaft is one of the gears of the spiral 2—1 timing gears, which is driven by means of a driving dog machined on the crankshaft and retained in position by a 1/440 nut. The drive is then taken through the other skew gear to the camshaft, which is built up on a }” diameter silver steel rod. Both cams are }” wide and al] gears, cams and the mushroom headed tappets are case-hardened. Under test these engines develop 150 watts direct coupled to a dynamo at 4,000 revs. per minute. In machining up the parts, the simplest way to tackle the head is to face up the underneath face in the lathe and recess out the combustion space, then with a 3” drill, drill the valve spindle guides. The ports can now be machined out by making a simple pin form cutter for the valve seating and port. The other part of the port is then drilled out with a }” drill by clamping the head on the faceplate at the correct angle. The cylinder and jacket are straightforward turning jobs, about nine to ten thousandths should be allowed for heat shrinking on the jacket. The crankshaft can be turned between centres and then file up the webs to take the counter-balance weights, which are riveted.on. When these are fitted they can be trimmed up in the lathe, so that the connecting rod does not foul the inside faces. Both. halves .of the crankcase- can either be mounted on the faceplate or in a tour-}aw chuck and the main bearing housing and the inside and face spigot all turned in one setting. To face the top of the crankcase, bolt the two halves together and fix the crankcase to a spindle running through the bearing house, then mount this on an angle plate attached to the taceplate. This will make sure that the cylinder is at right angles to the crankshaft. One of the most difficult parts to make up is the camshaft; the best way to make this up easily is to finish off all the engine first so that you can check over the valve timing by finding the position of T.D.C. and marking this on the flywheel. The first part to be fixed to the silver steel shaft is the skew gear which is fixed by two 4” steel rivets, after first drilling the holes and case-hardening it. Now rough out the two cams and make these a tight tap on fit on the shaft. Then file the cams till the correct April 1931 The Model Yachtsman. 13 rf‘opped< Drilled $92. rilled 4 Opened reyondTopped 12% C eA Wosher /s’ Recessed A oly ipo ocke? shrunk on to cylinder \N eS: THE ‘“‘SIMPLEX’’ FOUR-STROKE timing is obtained, which can easily be checked off the flywheel. When this has been done, drill through the #,” holes for the rivets and mark the shatt and cams so that these can be replaced in the same position again. Remove the cams ard now case- harden these, replace on the shaft and rivet up when this shouldbe found to be correct. When running the engine with coil ignition, a large amount of advance may be given compared with magneto timing. The tappet clearance should be six-thousandths for the best results.- For ultrahigh speed the head could be lowered or a domed top piston fitted to raise the compression ratio, also the timing slightly altered. The inlet could be opened about 10° before T.D.C. and closed at 50° after B.D.C., while the exhaust could be opened 55 before B.D.C. and closed 12-15 after T.D.C. Also the connecting rod could be machined out of duralumin, which would considerably reduce the weight of this part. At the same time the inlet valve could be increased another +,” in diameter. ENGINE. The modifications suggested above would have to be regarded as purely experimental jobs and the writer cannot vouch for the results that would be obtained, but there is little doubt that the speed would be increased by at least another 1,000 revs. per minute. In any case, however, starting up would be much more difficult owing to the early opening of the inlet valve. Messrs. Bonds also sell a hydroplane hull at a reasonable price, whicli is quite suitable for this engine. Fitted with the ‘“‘ Simplex” engine with standard tuning this should give a speed of about 15 m.p.h., but with special adjustments and hull considerably higher speeds should be attained. oa 14 The TUBBY WILKINS POWER <0 rere ee en re eres iter — oees Sa ee Model BOAT Saas ign eS Pats = SS TOE ee ee = ———— = =a omar eee ee ere AT A REGATTA. Editorial Note. We do not accept any responsibility for Tubby’s adventures, nor We publish this story and leave our readers to judge do we vouch for his s'rict veracity. for themselves. I recently told you how my friend Henery of our Bank persuaded me to join his Model Sailing Club. It is great sport, although strangely I sometimes get chipped a bit about it. On Saturdays, tor instance, when I turn up in full uniform, the others, it the manager is a bit late, line up at the doorway and salute. Still, boys will be boys you know, to say nothing ot the girls nowadays, and a little joke helps Well, we recently got a new junior—a nice lad, Isambard Kingdom Brunel Smith by name, who on the strength of this and the fact that his uncle knew a man who once spoke to George Stephenson, reckons that he has a natural talent for engineering. His hands, what you can see of them between the bandages, certainly prove that he dabbles in it, and from the general appearance of them we have called him “ Oily.’ His talk is all about “ idiabatic superheating,”’ “‘ thermo-syphon compression,” and things like that; he describes the manager as a ** bit superheated ” or with a triple-expansion smile, and in the lunch time he reads “ The Lives of the Engineers.” His pet craze is power boats, and last week he came to me and said: “ I say Tubby—TI mean Mr. Wilkins—do me a favour! Our regatta is next Sunday and my old grandmother has gone and died—beastly inconsiderate, at least. very sad I call it, and I can’t go—I had just got ‘ Whiz-Bang’ tuned up and I did want to show the tellows what she can do. Would you go and give her a run?” * But I ama sailor,” I said, “and what you want is een ASSISTS April 1931 By Smmpciciras. to knock back a few spots on the beastly old clock which crawls on Saturday. enaiatahiniine Yachtsman a coaly stoker.’ “By no means,” said Oily, ‘*twin-sports and all that sort of thing, you know; they are a bit faster than your old caterpillars, but ** ** Excuse me,” I said, ‘‘ Our boats are boats, not smell-propelled soap-boxes. Dignified and graceful and quite fast enough for——” **Oh! of course,” broke in Oily. “ Certainly! I quite agree. Nothing I admire more than a yacht with its white wings like the sails of a gull, and all that sort of tosh—poesy, I mean—I only meant comparatively, Mr. Wilkins. Of course, comparatively merely they are a little slower, but that gives you a chance to study them and gain your great skill. Why I heard Henry relating how last Saturday you put it across all of them by being the only one with the right trim when the wind reversed. Say that yeu will,go.” Well, I consented and Smith — was delighted. ‘* Thanks awfully,” he said ; “ I will drop a note to Snifter the Sec.; you will find a can of petrol and a pair of waders in my locker, and there is a first-aid outfit in the corner of the Club House.” I didn’t quite see why a boat required this, but anyway, to get the atmosphere of the thing I took a look into “ The Lives of the Engineers.” Very interesting book, I should say. but I only had time to read how Watt discovered the power of steam by watching his mother’s kettle boiling. When I got home to my digs. that evening I found a note from my landlady on the table. It ran: ‘deer Sir— Mrs. Spraggs ’as sent ‘as “ow she wants to see me important near the Cat and Coliflour a few minutes before opening 6 o’clock p.m. in the afternoon, your tea is lade and the kittle is on the ’ob in the kitching, opeing you won’t mind doing for yourself — Mrs. Moggs.” When I had thought this out I found a good fire in the kitchen, the cat blinking peacefully on the rug and the “kittle’ (Woolworth, 44d.) on the ‘ob. This set me thinking of Watt. After all, it didn’t seem such a wonderful thing that he had done. Anyone could have done it: in fact, I wasn’t sure that I couldn’t have done it better. Poor old Watt no doubt did his best, but we have advanced a bit since his time. Anyone knows that the power of steam will make a kettle lid dance, but the thing to find out is how much power is there in it. So I got my little wireless soldering iron and soldered down the lid of the kettle, put a cork into the spout and put it on the fire. The idea was that when the steam had made some power the cork would fly out and by its velocity I could judge the force available. I sat down and awaited the result. When it came all the coal in the fire flew out, the cat shot through the window in a shower of glass, and I found myself on my back in a far corner. Recovering I looked for the kettle, but all I could find was a flat piece of tin with a hole where the spout had once been. I think I must have pushed the cork in too hard! I had to have cold milk for tea and the cat was found three streets away after it had frightened an old lady for two nights by glittering in the moonlight. In the morning I told Smith that I doubted if I could run a steam boat really well, but he said cheerfully : Oh, that’s all right. * Whizz-Bang’ is not one of those sooty steam things; she’s a super-charged two-stroke petrol, spherical head and twin exhausts, and with a “ Two-to-one-bar-one ’’ Carburetter she leaves the field standing. You just bung in some petrol and pull her over. There’s one little gadget of my own, though ; you shove the cam-shaft side- Aged 1931 wee smd i puts her on half-compression for SerSee end for slow running in steering competi“eee The boys will show you all about it.” I was = St debious, but on Sunday I took a train to the ‘Gearest point to the regatta. I didn’t know the way % ‘he pond, but there were four workmen in blue everalls in front, so I overtook them. When they Sereed round I found that they were not real workMem as they wore collars and one had a clean face. ‘Ts one who wore a flag in his coat looked at the emchor on my cap and I said: ‘Oh! I suppose yoe're the old Tubby—I mean Mr. Wilkins, that young Smith wrote about. I’m Snifter! Pleased ‘= meet you.” And he tendered as much of a hand == you could see for black oil. I looked at it gingerly and trying to keep on the islands as much as possible, l explained that I was really a sailor, not a chauffeur, bet they only grinned and said: ‘Oh we'll put you through it alright! I wasn’t quite sure how to take this, and less than half sure when I got to the place. There was a crowd of people tuning up beats in an atmosphere of petrol, paraffin, methy- lated spirit, burning rag, hot oil, steam, and smoke with whirrs, bangs, whizzes, snorts, machinegunnery, and cries of the wounded all over the place. Snifter produced beauty.” he said. “ Whizz-Bang.” ‘“She’s a “‘ Put a spot of juice into the eylinder, a spoonful or so into the tank, retard the ignition,” pointing to a little handle on a sort of brass mustard-pot, “wind the string round the Sywheel, and pull her over. Oil her till the exhaust turns blue, and when you want to stop pull off the high-tension wire from the plug; it has a spring elip. You had better tune up; the ‘ prop.’ runs anti-clockwise. I'll be back soon.” And he bolted. I didn’t know which way you “retarded,” so I pulled the little handle right back, which seemed reasonable. Thinking out the “ anti-clockwise,” I wound the string from right to left — lo The Model Yachtsman. this. My word, they do go! Some of them get so annoyed at being unable to get away that they dive to the bottom in disgust and are rescued by a young man representing Father Neptune (when a lad, and before he had been promoted to a trident) with a shrimping net. They don’t always fly round though ; some of them start with a terrific clatter and at the end of 12 yards say “‘ phut”’ and stop. Then the remarks of the owners become audible and the sound-news man puts his hand quickly over the microphone. ~My first race was 500 yards, typically Parisian she was ; beautifully got up and very fast. For some unknown reason—possibly ‘““Entente cordiale,” since Lyons call their British tea-shops ‘‘ Maisons ’’—he had named her “ Nippy Too,” and she was! Another French gentleman, Mons. Perroquet, or something like that, also had a fine boat named ‘*‘ Mee-ow-ow,” which also struck me as rather (nocturnally) familiar. ‘* Nippy ’ won the race at 41.1 kilometres per hour. Speeds, of course, are different in France, but an English boat, “Frying Sausage’ (Mr. Harris owner) was second at 25.5 miles per hour. A little harmless fun was caused when Mons. Perroquet tried to stop ** Mee-ow-ow ” ; she side-stepped with feline cunning and he dived into the water up to his armpits. Naturally we all laughed and the French gentleman waved his dripping hands and smiled. Very jolly! (To be concluded). and pulled. The engine started with a bang the wrong way and nearly pulled my fingers off. While I was sucking them Snifter reappeared. ‘‘ Kicked back, did she ?” he said cheerfully. ‘* Well, no wonder; you've got the spark right forward,” and he pushed the little handle the other way. I had another try, and this time the engine went off with such a roar and rattled so fiercely that I felt a bit alarmed. To cover this I stooped, so that I could see the exhaust ; I pushed down the oil pump. The engine reciprocated by spitting a spray of hot oil into my face. Partly blinded, I grabbed the ignition wire, but I got such a shock that I decided to let the wretched thing run until the petrol gave out. When peace broke out again I stopped tuning and went to have a look at the pong. The first thing I saw was a newspaper van labelled ‘‘ Sound News.” ‘‘ Capital,’ I said! * At last we are going to get a truthful paper.” But it turned out that it was only a recording machine for the “ talkies.” By next year probably the “ Smellies * will be perfected, and then picturegoers will get the real flavour. The power boats are attached to a string, the other end of which is fastened to a pole on an island, and they fly round or five times round the pole. Before me there was a handsome French gentleman with a very fine boat, Photo: J, A. Stewart. “LADY JEAN,” (Paisley M.Y.C.) Winner ‘LILIAN CUP,’ (A-class). Mr. Wm. Hutchinson, Mr. DP. Leggatt, Denor of Cup. Owner “Lady Jean.’’ a