The Model Yachtsman: Volume 4, Number 11 – February 1932

OV ) =a ll sililMh Ir Wy ih a AND MARINE MODEL MAGAZINE VOL. 4. NO. I1. FEBRUARY, >) AS ‘{e . . ba \ Rucgee Editorial me Sea Model Yacht Designing Rigging of Brigs International Model Power Boat Association A-class Design How the M.Y.A. can develop — the Sport… News of the Little Ships… Our Scottish Page … Queries and Replies Sail Plan of 36-inch Ketch _ WD yyyn ; ma “ POULWURMMOCCRUECMICCRNAUAGS =< . Ol 3 om») Be SF RR The Model Yachtsman, Golden House, Great Pulteney Street, London, W.1. 1932 February 1932 The Model > &6 TEST, 53 f Colid Water Glue Yachtsman. |OUR LIBRARY BOOKSHELF Waterproof. — Heatproof. Breaking Strain in Wooden Joints For Designers and Measurers. Over 1,000 lbs. PER SQUARE INCH. Elements of Yacht Design, (Skene) 17/6* The Essential Glue for Model Builders. Barlow’s Tables of Square and Cube Roots. Sample Tin (contents 202.) 8d., or 4lb. 2’1 post free. Trade Test enquiries invited. Waterproof Glue, 30, Red Lion Street, Holborn, W.C.1. Refer Dept. M. Fe Model Sailing Yachts. _# T. H. WILLEY, > Ship Model-making. Vol. I. Vol. II. Ship Model Builder’s Assistant. By Chas. G. Davis. Vancouver Masting and Rigging. 22/6* (Reprint). By Robt. Kipping. PINE ate Sails and Sailmaking. By Robt. Kipping. 5/- (Reprint). 6/- The above are reprints of contemporary books for officers of Mercantile Marine, and invaluable to Square Rig Modellers. MARCHANT, LTD., From Carrack to Clipper. Timber Merchants and Importers, By F. C. Bowen. Verney Road, Rotherhithe New Road, 12/6 (Contains a splendid collection of photographs of Models of all periods). LONDON, S.E.16 XY *Prices of American = fluctuation in publications liable to accordance with the rate of exchange. By order of the Executors of LEWIS (Contains 12/- per volume.* This wood is without a blemish. Rev. every a mine of information for Ship-of-War Modellers). din. for Decks, and any thickness up to 24ins. the Late Pirate Clipper Ships,‘The Sovereign of the Seas.’ Hollow ar aa FOR SALE. (Barbary Vol.III. U.S. Frigate “Constitution.” For Model Yacht Building. T. (McCann). Ships. (Should be in the library of Clipper Ship Modeller). =” wide. Decorative SAIL OR POWER. WANEY 6/- Felucca and Spanish Treasure Galleon). Designer and buiider of ‘*Edith,”’ winner Surbiton Challenge Shield, and ‘‘Hermione.’’ First-class 1/6 For Ship Modellers. Designer of ‘‘Charmain,’’ 18-footer winner of Craven Trophy. SCALE MODELS. , Model Power Boats. (New Edition). 3y Edward W. Hobbs, a.1.N.A. … 10 Caversham Rd., Kingston-on-Thames Alterations, Repairs, Renovations. 7/6 Should be in the possessiop of every Club Measurer and Model Yacht designer. Please add 8d. postage to all books not over LOW. 6/- in price, and 6d. postage for larger books. Toreign Postages extra. Several 10-Raters Books not on above list obtained to order. Reasonable Prices. THE MODEL YACHTSMAN, GOLDEN HOUSE, Apply: CG. N. FORGE, 151, Lichfield Grove, London, N.3. GT. PULTENEY STREET, LONDON. W.1. J ~ In replying to Advertisers, please mention THE MODEL y, YACHTSMAN. THE MODEL JAYACHTSMAN / a AND Vol. 4. MARINE MODEL MAGAZINE. FEBRUARY, 1932. No. I. Editorial. of interesting Shortly after we go During the month of January a Models ExhibiA very nice little tion was held at Dorland Hall. to press the Model Yachting Association holds its Annual General Meeting. Besides the usual routine business there is a series of resolutions to be con- exhibition was got together, though we should have sidered which, if passed, will entirely alter model yachting fixture lists in 1933. An article by our contributor ‘‘ Mogador” appears elsewhere in this not as issue with reference to this matter. seen by vast numbers of boys, whilst the magni- Early in February the Model Power Boat Association holds its Annual General Meeting also, and ficent stamp philatelists. the most interesting matter to be discussed (from an outsider’s point of view, at all events) is the formation of the International Model Power Boating Association. It was desired by certain of the countries composing the I.M.Y.R.A. that it was desirable to regulate international model powerboat racing, and it was at first proposed to form a separate section ot the I.M.Y.R.A. to deal with this, The Model Yachting Association was represented by ‘ Albion” (““A” class), kindly loaned by Mr. L. Rudd, and “Silverwings,” a new 10-rater built by Mr. W. J. Daniels. We ourselves shared THE MODEL YACHTSMAN stand with Mr. C. Drown (Model Yacht Sails), Mr. W. H. Bauer (Model Yacht Fittings and Ship Models), Mr. J. E. Cooper (Marine Pictures) and Test liked to have seen the marine side of the Exhibition more strongly a it great did represented. success not from attract a The exhibition our point sufficient serious modellers, though we admit of was view, number that it of was collection exhibited attracted many but after discussion it was decided to constitute a Glues. separate association. In order to take the lead in its formation, a code of suggested rules has been drafted and will be submitted to the M.P.B.A., and if approved will be put forward to the national authorities of nations interested in model powerboat racing. It is, of course, quite possible that even if approved by the M.P:B-A. this“suggested code may be altered in international discussions, Model *“*A” class Trophy (illustrated in our January issue) and “Gem” (a 36-inch model from~ ‘“‘ Babette’s”’ lines, built by Mr. W. J. Daniels), both loaned by Mr. O. H. Gosnell. We were also able to exhibit two very fine specimens of ships in bottles, which were loaned but it will at all events provide a starting point. Our stand was graced by the Silver to. the stand by Mr. G. H. Stewart, of Harley Street. Another great attraction on the stand was the “‘ A” class model ‘‘ Miss South Africa,” of the ee a number SS time aa present eee the matters are in the wind. a eee At 224 The Model February 1932 Yachtsman. Durban Model Yacht Club, loaned by Mr. C. Drown Standard Howard Spring. on We had never heard of Mr. Spring before ; in fact, behalf of the owner. Durban. Mr. R. Perrin Cole, of To all of these gentlemen we tender our best thanks for helping to make our stand the most attractive exhibit in the Exhibition. We also had a collection of Mr. Cooper’s delightful water-colours of ships and a Barbary Felucca and a scale model canal barge, both of the latter being the handiwork of Mr. W. H. Bauer. We were sorry to observe that the M.P.B.A. was Hon. Secretary, Mr. R. justly unimpressive observes, unless model facilities speed are boats provided demonstrate them under working conditions as at Turning to another subject, we were considerably surprised recently to see an article in the Hvening called Tra-la-la ! It grows on the chestnut tree !”’ to modeller’s art. journalist * Oh, the flower that blooms in the Spring, are the Schoolboys’ Exhibition last year. At the same time many of the power prototype models make interesting exhibits, and we confess that we should have liked to see a few model steamers on show, as many of them are fine examples of the marine a he was more or less sprung upon us. Nevertheless, in an article on Kensington Gardens in general, and the Round Pond in particular, he reiterated the the hoary jest about aged model yachtsmen with grey beards streaming in the wind. We do not usually burst into song, but having read Mr. Spring we found ourselves humming :— unrepresented, but, as the Jackson by no However, Spring ‘is a season of promise and doubt Mr. Spring will learn in time that model yachtsmen, like the participants in other sports, are of all ages and both sexes, and that the male genus of model yachtsmen is in the main clean shaven, though a certain number sport moustaches. of various sizes, textures and hues, whilst only a very small minority are rigged with a full suit of facial appendages ! Model Yacht Designing for Beginners. By ‘‘ YARDSTICK.” Illustrated with Diagrams by A. W. Littlejohn. Part V. N my last article an unfortunate misprint occurred which I must correct before proceeding. On page 199 in the 7th line of the right-hand column appeared the mystic letters “E.G.” I have no idea whence the printer got these, nor what they mean. My manuscript bore perfectly clearly the work the keel does; but be it noted that the after part performs the very valuable function of acting as a choke for the fore part and thus increasing the pressure there. Exactly the same reasoning applies to sails, and this will be referred to again when we get to sail design. letters “C.B.” will proceed. Now we have seen that the c.l.r. of the hull will move forward; but that the c.l.r. of the keel not only moves forward, but the value as compared with the hull becomes higher. Thus the calculated c.l.r. means little or nothing except that it is the at rest position, and consequently the c.l.r. is of very limited value as a basis of calculation, and no specific position (such as 55 per cent. of |.w.1.), has any particular value. Having corrected this matter, we Whether a full-keel or fin-and-skeg is chosen, certain fundamental principles are the same. When the vessel is at rest a pole can be placed against her side and she can be shoved bodily sideways. If the pole is too far forward, her bow will swing away first. If too far aft, the stern will swing away. If exactly right, the whole boat will move evenly. The spot where the pole would have to. be placed for this to happen is the c.l.r. (centre of lateral resistance). Now obviously the flat surface of the keel presents greater resistance to sideways movement than the saucer-shaped body does, but in this calculation they are all considered to have the same value. This, however, is not the case, and when the boat moves forward the difference of the keel and hull becomes more marked, and the faster she goes the greater the difference becomes. Now there is yet another factor to consider, and that is that the fore edge of the keel meets undisturbed water and the rest of it, meets water that has already been put into motion by the fore edge. The fore edge therefore does more work than the rest, and the farther aft the less What has far more influence, however, is the angle of the keel profile. The steeper the profile, the more sharply is the c.l.r. dragged forward as the boat moves. About 45 degrees to the I.w.]. is a good angle for the beginner to try. He can accordingly draw in his leading edge at this angle and trim up the forefoot and round the angle at the top off nicely into the profile. Water does not like angles and straight lines, so not only will this care in making a pretty profile assist the zsthetic appearance of the hull but help to improve her performance. Too much Jateral plane will render the boat sluggish, but too little will permit her to make leeway, so the happy medium is wanted. One advantage of the fin-and-skeg type is that it enables the February 1932 The Model Yachtsman. designer to get his rudder well aft, which helps to control the boat, and it also lets him get his rudderpost upright, which assists the functioning of the Braine gear. The same considerations apply to the leading edge of the skeg, and this should be as nearly parallel to the |.w.l. as possible to minimise any steering effect so far aft which would interfere with the boat’s performance to windward. The keel profile can now be drawn in. It should be checked that the c.l.r. is roughly between 54 and 59 per cent. of the l.w.l., but, as stated, any particular percentage cannot be of any virtue, as the movement of the c.l.r. under way is governed by the angle of the profile, proportion of keel to hull and the respective c.l.r. of each. These com- binations are too complicated to calculate precisely, and are further subject to speed through the water which varies incessantly. All the young designer can do is to gather experience so that he can judge for himself. Fortunately, models are fitted with movable masts, so that the rig can be shifted for final adjustments, as even the most practised may fail to hit it correctly first time. In spite of anything that may have been said, however, there is actually only one best position for the c.l.r. under any given sail-plan, and conversely there is only one best sail-plan to put over any given hull. Having settled the profile of the boat, the c.lL.r. can be found by cutting the shape of the underwater part of the hull out of paper and balancing on a pin-point. As the rudder of a model is locked amidships when close-hauled, the rudder must be taken into account when finding the C.L.R. It will be seen that the profile as drawn has its C.L.R. at 59-3°, of the L.W.L. Before proceeding to put in the waterlines and sections for the keel appendage, a few words of explanation may make it easier to understand what follows. If the C.G. is always immediately below the C.B., it follows that unless the C.G. of the hull and rig is in the same vertical line as the C.B. we shall have to make the necessary adjustment by arranging that our lead will counterbalance the amount the keel is out ot position. Our total boat is going to weigh about 49 to 50 lbs., and ot this the hull and rig will weigh between 10 and 11 lbs. Therefore the lead will be about 39 lbs. As the lead is approximately four-fifths of the whole, and the remainder will have its C.G. about 2 ins. ahead of the C.B. in a boat of this size, the C.G. of the lead keel will have to be placed 2 ins. «4 = 0-4 ins. abaft the C.B. of the boat. The writer begs the reader’s pardon for this excursion into mathematics, but it really could not be avoided. As the keel will be arranged so as not to materially alter the C.B. as found for the canoe body in a fore-and-aft direction, and we want to keep the 2295 weight low to get the stability from it, the keel will be well bulbed and its greatest section will come well forward to permit us to get the C.G. of the lead in the right place. Now a keel is a different style of body to the hull, as it always runs totally submerged and therefore is more on the lines of a torpedo and can be regarded simply as a matter of streamlining. The entry should, therefore, be short in proportion to the delivery; in fact, it can be practically bull-nosed as far as the bulb is concerned, at all events. We accordingly put in the lowest waterline on the keel as shown. The next thing to complete will be Section No. 11. Now before going further the question of the garboards must be considered. Our canoe body has been designed to give a hull with a proper balance of rate of entry and delivery, but if we introduce a choking effect in the design of the garboards we shall undo this and produce a nasty steering effect. Thus, if the entry is too coarse and the water piles into a heap pressing against the after part of the leeward garboard, this sentence may not convey exactly what is intended, so I will explain it further. If the entry displaces water more rapidly than the delivery can cope with,*there will be a choke in the after lee garboard and pressure set up. Obviously this will have the same effect as weather helm and cause the yacht to run off the wind. Now the garboard diagonal will govern the garboards and consequently must be the next line put in. As we do not want to alter the balance of the hull the highest part of this diagonal will be placed immediately beneath the C.B. of the canoe body. Knowing this, and having the position on Section No. 11, we first strike it on the body vlan. The forward position where it runs into the centre line is where the keel appendage joins the canoe body and gives the height. .The complete diagonal can now be drawn in its own plane and balanced. After that it is simply a matter of completing the waterlines and sections and fairing one with the other. The curve of areas for the complete boat is now taken out and inspected to see that it is not unfair, and the C.B. found in the same manner as that for the canoe body. Now that we have completed the hull, before striking in the Jead line, we will test the boat again in a different way for balance. It has already been explained that the volumetric balance of the two ends of the hull must be maintained as she heels, and this was proved when we adjusted the upright and heeled C.B. of the canoe body. We have also gone cursorily into the matter of the metacentric shelf, but must now dig more deeply into this problem. In Fig. 13, Section No. 11 of our boat is shown. Now we know that the C.G. and the C.B. fall in the same vertical line, and as the two sides of the boat are even it must be the centreline whilst she is on an even keel. Now, taking a piece of tracing paper, trace the section up as far as the I.w.l., 226 The Model February 1932 Yachtsman the fin and skeg, and it may be more feasible to alter the keel appendage rather than the canoe body. Swe a tow F mi “ete bw It may be mentioned that the line B2M is not shown on the finished drawing that appears on pages 232 and 233 of this issue of THE MODEL YACHTSMAN. One or two points should be explained before Be passing to the question of hull design. It has been explained that the loading edge of a skeg should Bi ce] be as nearly horizontal as possible, and this of course also applies to the rudder that is hung on it. The actual area of the latter is best settled by experience. If it is too small or narrow it will not hold the boat in a slam. If it is too big it will require too fine gradations in the amount of helm given which will make the boat difficult to handle, and also the sails may have difficulty in operating it by the Braine gear. It is best to make the rudder blade flat on a fin and skeg boat, but on a keel boat some people believe that the streamlining of the keel waterlines should be carried right out across the rudder. Figure 13 fold up the centreline, and with scissors cut out the section, so that the two sides are alike and we have the complete underwater portion. Balance on a pinpoint and find the exact position of the C.B. and mark on the figure. Next strike a heeled waterline at 20 degrees (about the same angle as we took before), and similarly cut out the underwater portion of this in tracing paper, including the in-wedge of the weather side and excluding the out-edge on the leeward side. Balance this and find the heeled C.B. Mark this on the figure and draw a line perpendicular to the heeled waterline through the heeled C.B. The two C.B.’s are marked Bl and B2 on the figure. The line drawn through B2 is extended until it cuts the centreline at M, which is the metacentre of the boat at the extreme angle of heel. The metacentre can be found at any angle of heel in a similar manner, and it will be found that the metacentre is different for every angle of heel. It also differs for every different form of section. It has been explained that the lead keel and the wind can be considered as two opposing forces, each striving to pivot the boat. over the metacentric shelf. What we have to do is to ensure that this pivotal axis of the boat remains parallel to the axis of the forward motion of the boat and the surface of the water. The line over which the boat must balance is accordingly the line B2M. It will be sufficient to test every second or third section (according to how closely they are spaced) in this respect. Put the line B2M in on the body plan as found for Section No. 11 and then test that it is the same for the other sections, and if they do not agree alter to suit until the boat balances. By the method that has been used they should agree unless something very abnormal has been added to the canoe body of the hull in the way of Before leaving the hull design, two further diagonals can be taken out through the topsides of the boat to ensure everything being fair. All that now remains to be done is to make the sail plan, and this will be dealt with next month. (To be concluded). A REASONABLY PRICED RANGE OF MODELS. During the recent Exhibition at Dorland Hall we had the opportunity of examining the range of model yachts made by Messrs. Alexander & Sons, Preston, whose announcement appears this month for the first time in our Advertisement columns. This firm manufacture all sizes of yacht from a very superior toy boat for the youngsters up to an “A” class model. Their boats are well built and remarkably good value for money; in fact they can be described as excellent for the man of moderate means. NORFOLK BROADS HOLIDAYS. For Hire. Double Cabin Yacht ‘“PIYARI,” 6-tons, privately owned, designed W. J. designed H. B. Tucker. Daniels, accommodation Finest accommodation of any boat of her size in district. Excellently fitted out. 7-h.p. Auxilliary Engine. Good skipper, ready to instruct beginners in the art of sailing. Highly recommended. For terms and further particulars apply to Thetford, Riverside Bungalows, Thorpe St. Andrew. Near Norwich. (Advert). February 1932 The Model Yachtsman. 227 Art Photo Service. CAPTAIN A. O. POLLARD, V.C., AND MRS. POLLARD. Marine modelling is an intensely interesting pursuit. In the above picture Capt. Pollard and Mrs. Pollard are seen with a scale model clipper which they are building. The model is about five feet over all. The Rigging of Brigs. (continued from pag? 208). i the present instalment I am going to finish off the details of the masts and spars of our little brig. Perhaps the best way will be to go over the accompanying plate. All the fittings and spars were drawn to one-sixth scale as in the previous plates. On the left of the plate vou will see a lower yard with its fittings, next a topsail yard, and then a topgallant yard followed by a royal yard. Between the first two yards and lower down is a stunsail boom to fit the lower yard. The boom irons can quite clearly be seen on the first two yards. Between the topsail yard and topgallant yard, and slightiy to the bottom, is a more modern and aiternative method of fitting a vard and truss to the topmast. On the middle right is a gaff fitted with jaws and parrel. Next to this is a main boom fitted similarly. On the right you see the navy fashion of fitting a jibboom and flying jibboom. By G. W. Munro The bowsprit cap can just be seen at the bottom. A more modern and merchant style is shown on the extreme right. At the bottom and about the middle is a modern method of fitting the gaff and boom with a goose-neck instead of with jaws. Should this method be adopted, the hoop round the foremast at the hounds will be similar, except that it will not be fitted to take the goose-neck. Now for the sizes of these spars. The length of the jibboom outside the cap = bowsprit (exclusive of housing) x 1-728. The length of the housing varies according to circumstances, but it will be quite safe to have it about half-way down the bowsprit. Ifa flying jibboom is fitted the jibboom will be two-thirds its ordinary length, with the flying jibboom projecting the one-third taken from the jibboom. It is impossible to give the length ot the stops, as these vary according to individual 228 The Model requirements. The brig may have been rigged navy fashion and carried a huge jib, the foot of which would extend from just inside the end of the jibboom to a point about six feet up the forestay. The flying jib would extend from the end of the flying jibboom to inside the jib-stay. In the more modern brigs, such as some of us will remember, there will most likely be an outer and an inner jib. The extra stop would be shaped midway between the outer jib stop and that for the foretopmast stay sail. The shrouds of the bowsprit and jibboom will, of course, be set up in the usual way. A dolphin striker will be set up and rigged under the bowsprit. I have not shown one of these as they vary in pattern from an iron rod to a huge wooden spar. If the brig is rigged navy fashion the dolphin striker and the spreaders on either side of the bowsprit will be made of wood and shaped exactly like the gaff shown in the accompanying piate, except that it is carved from a single piece ot wood and has not got the jaws added. The jaws will rest against the bowsprit just aft of the bowsprit cap and the spreaders half-way between the cap and stops for the forestay. With chain or iron rods for the shrouds, spreaders are not used in the later merchant brigs. Usually the flying jibboom is on the starboard side of the jibboom, and not on the port side as shown, but I have seen it myself on this side. We may now get the yards made and up on to the mast. The foreyard, whole length, = length of vessel x -450. The yardarms are each -048 of the yard. The mainyard = foreyard x 1-072. The yardarms == mainyard x -045. The diameter of the lower yards are whole length of yard x -020 — -025. This is the diameter at the slings, and the yardarms are half the amount. The lower yards are made octagonal and then rounded, except at the slings as shown. This eight-sided section is one-eighth the length of the yard. The after side of the yard is usually straight, as shown on all the yards. The outer end of the yards are generally left square and a sheave hole cut in them for the topsail sheets to reeve through. The modern method is to fit the sheeve in a cheek block on the after side of the yard, something similar to the ones on the end of the jibboom as shown. The boom irons and quarter irons are fitted as shown, the quarter-irons being 7, the length of the yard from the outer end. There are many types of trusses, and the one I have drawn should be as easy to make and fit as any. In the older type of ship perhaps they were U-shaped with the arm of the U towards the mast and fastened on each side of the mast. Two or three octagonal hoops were fitted round the yard as shown, the middle one having an eye on the top surface and a chain shackled to it from hounds of the mast. This will be seen clearly in the plate on page 181. The hoops on either side, apart from binding the truss to the yard, each have an eye on the under side, not shown in the drawings, to Yachtsman. February 1932 which a couple of blocks are strapped. These take the clew-garnets of the courses. Between these two blocks another pair of blocks are strapped to the truss hoop to take the topsail sheet from the yardarms to the deck. An iron jackstay is fitted on the top surface of the yard. The eye bolts are driven in about 22” apart, this being the width between the seams of the canvas in a small vessel such as a brig. A good way to make these to a very small scale is to hammer the head of an ordinary pin or small brass nail on an anvil so that a small hole can be drilled through the head. A wire stay can then be passed through the heads cf the pins, and the pins, cut fairly short, pressed into the yard at the proper intervals. At the yardarms the usual method was to cut the wood to torm a stop, as shown in the plateLater an iron band with eyes on each side and one at the top, similar but bigger to the one shown on the stunsail boom, was fitted to take the braces and lifts. The old method was to splice an eye in the rope and pass it round the yard. The lifts will now be fitted round the yardarms and passed through the block at the cap at the lower mast head as shown on page 181. It then goes down through the lubber hole or one of the holes in the board for the purpose as shown. A block is strapped to this lower end and a purchase rigged from the deck on either side cf the mast. Foot ropes are set up from the yardarm and hang about three feet below the yard. Stirrups. !ashed to the eye bolts holding the jackstay, support the foot ropes at intervals. We may presume there will be three on the lower yards, two on the top- sail yards. and one on the topgallant and royal yards on each side of the yard. The inner ends are spliced or seized to the jackstay in the way ot the hoops on either side of the slings. Note the foot rope extends from the yardarm stop to the hoop beyond the middle of the yard. A single block is strapped to the yardarm next. This block is to take the brace. It will be on the after side of the foreyard and the foreside of the main-yard. The reeving of the braces will be explained later, when it will be easier to show them elearly. Flemish horses are fitted from the outer end of the yardarm to a point just inside the sheeve hole on the outer end of the yard, more or less the same as the foot rope. Leech line blocks are seized to the jackstay about three-quarters of the length of the yard from the middle, excluding the yardarms. These blocks hang on the foreside of the yard. A couple of eye bolts will be seen on the under side of the rim of the top (page 181). These are to take the leech lines down to the deck. The inner eyes serve the same purpose for the bunt lines. These four blocks are generally unshipped when the sails are taken off the yards. (T’o be continued.) [| : ? i Quarter won — Lower yard. = fas | | a NM Flying PE edd SSSR SSS) —— ——— [SSS Q Ti hoon, | Jibboom & Flying jibboom : tn one | FURTHER DETAILS OF SPARS, Drawn by G. W. MUNRO, Oy [ © 230 The Model February 1982 Yachtsman. The formation of an International Model Power Boat Association. By H. B. Tucker. HEN the International Council of the International Model Yacht Racing Association met last August, proposals were before it to form a section devoted to model power boat racing. After considerable discussion it was decided that this should be a separate organisation, and the interested countries (France, Belgium and the States) instructed me as Hon. Secretary to proceed with the matter. In the case of this country the authority for model power boat racing is not vested in the same body as that for model yacht racing, and I accordingly got into touch with the Model Power Boat Association, the British national authority for this sport. It was indicated to me at the meeting of the I.M.Y.R.A. that I should prepare for the approval of the nations concerned a set of rules embodying a Constitution similar to that of the I.M.Y.R.A., and correspondence with Belgium and other countries also indicated that the metre class as used by the M.P.B.A. and the Federation Francaise would be looked on favourably. I accordingly went into conference with Mr. R. Jackson, Hon. Secretary of the Model Power Boat Association, and our joint efforts produced the following suggested Code of Rules which is being sent out to the nations concerned for their approval. Very possibly certain amendments may be made before the final form is reached, but as a matter of interest to all power boatmen the suggested Rules are published here. SUGGESTED RULES MODEL POWER FOR INTERNATIONAL BOAT ASSOCIATION, CONSTITUTION. 1. This Association shall be called the Inter- national Model Power Boat Association. 2. Ossects. The objects of the Association shall be to promote international model power boat racing, to formulate power boat racing, Each National Authority shall have power to appoint, in addition to its representatives, one or more technical experts who may attend Meetings and advise on technical questions, but shall have no voting power. 5. CHATRMAN International their number appointment power as a National Representative to exercise his vote. The duties of the Secretary shall be to deal with all correspondence, keep a complete record of all proceedings, copies of all letters and notices sent out, results of all voting, and he shall further be responsible for transmission of the conclusions and decisions of the Council to the Hon. Secretaries of National Authorities. 7. Functions or INTERNATIONAL Councin. (b) In countries where there is no Association, Federation or Union of Clubs, or other recognised National Authority, a leading Club may be admitted conditionally to Membership until such time as a National Authority can ke formed. 4. INTERNATIONAL CounciL. Each country belonging to the Association shall have the power to appoint two representatives, who shall have seats on the International Council and power to vote. The functions of the International Council shall be : (a) To consider and recommend Rating Formule and Classes to be used for International Racing, and to settle questions on interpretations of Measurement Rules. (6) To consider and recommend Rules for International Racing, and to settle questions thereon. (c) To receive through their Secretary for their own information the Books of Rules of the various National Authorities. (d) To receive through their Secretary decisions of interest of the several National Authorities upon interpretations of International Rating and Racing municate them to records, and generally to govern and promote the (a) National Authorities controlling the sport. International 6. SECRETARY OF CounciLt. The Council shall annually appoint one of to act as Secretary of Council. This shall not invalidate the Secretary’s sport internationally. one body can be recognised in each country and these shall be : The power to exercise, when necessary, a casting vote register and authorise all 3. ConstiruTIoN. All countries recognised by the League of Nations and the United States of America shall be eligible for membership. Only CounciLt. in addition to his own vote as a National Representative. classes and rules for model to OF Council shall annually appoint one of their number to act as Chairman of Council, and he shall have Rules, and to comthe other National (e) Authorities. To act as advisers to such National Author- (f) ities as may make application therefore. To act as Arbitrators on points of inter- pretation of Rules between two or National Authorities who are more agreed to accept their decision. (g) To call a conference of the representatives of the National Authorities if in the opinion of the Council matters of sufficient interest warrant it. In the exercise of their functions, the Inter- national Council shall have power to consider, deal with, or advise upon any technical or other matters as necessary, and they may further consult any person or body they think advisable. February 1932 The Model Yachtsman. All communications of the International Council shall be made in English, and all decisions in accord- 9. EXPENSES OF INTERNATIONAL Councit. AND annually and apportion the expenses amongst the National Authorities composing the Association as ProcepuRE. The _ International Council shall meet at least once each year, they think equitable. and if possible such Meeting shall be held at the place and during the duration of the chief Inter- RACING RULES. national Races of the year. A Special Council Meeting may be called at any time on the request of any two Associated National Bodies. Both for the Annual Council Meeting and for any Special Meetings eight week’s notice shall be given. notice shall be accompanied sent by an out by Agenda the 1. All races shall be held on a circular course round a pole, the boats being secured by a double line. 2. The circular course shall be so arranged that each lap represents 100 yards, and all races shall Such Secretary paper and be 500 yards length (i.e. 5 laps). 3. Half a lap flying start shall be given and a boat shall not be deemed to have started until she is past the half-lap mark where timing is commenced. Each boat may have two runs, but if a boat passes the half-lap mark and fails to complete the course, that shall be counted as a run. The best time of the two runs shall be taken. which shall contain particulars of any proposals or resolutions, and shall be posted at least eight weeks before the date of such Meeting. All proposals to be laid before the Council shall reach the Secretary at least ten weeks before the date of Meeting. 5. A boat may be run by proxy appointed by the All questions shall be settled by majority vote of owner. representatives, each representative being entitled the Association to run the boat shall be deemed as the Association’s agent, and the owner shall accept ing vote in addition to his ordinary vote. A quorum shall be 60 per cent. of the representatives entitled It shall be permissible to take a vote by post, and those so voting shall be considered to form part of the quorum, but such In such case as the Association is asked to find a skipper for a boat, the person appointed by to one vote, except the Chairman who has his cast- to be present. all responsibility for the boat and any third party ’ or other claims that may arise. 6. All runs shall be timed by two independent postal vote shall not be valid unless it is in the hands of the Secretary before the time appointed for the Meeting. Any member of the International Council shall have power to appoint a Deputy to attend a Meeting on his behalf, but notice in writing of this must be laid before the Meeting. Such Deputies shall have power to speak and vote at Meetings they attend. time-keepers authorised such amendment shall be notified to any representatives who may be absent, and the matter kept open until such representative’s vote has been obtained by post, always excepted that there are not sufficient present and so voting as to render the votes of absent representatives powerless to affect the result. A report of all business transacted shall be sent to the representatives of Associated National bodies within twenty-eight days of the Meeting. The submission of any question to the Council by post shall constitute a Meeting for the purposes of validity. by a Engines, 30 c.c. limit, 2 or 4 stroke, single or multi-cylinder. Hulls, 1.0.a. (excluding propeller, ** A” bracket and rudder), not over 40 ins. Weight (not including full or water but otherwise in full racing trim) not to exceed 12 Ibs. Note.—All boats must be fitted with suitable means of attachment for the two lines. If these are not sufficiently strong, or the Authority holding the race shall consider the boat liable to break away or become dangerous for any reason, she shall not be permitted to start. Authorities of Associated Nations for endorsement and ratification. POWER or CLASSES. MetTrRE Perrot Boats. All decisions and agreements made by the Inter- TO I.M.P.B.A. a difference the mean time shall be taken. 7. No records are deemed valid unless run under the above conditions and duly registered with the Secretary of the I.M.P.B.A. after the event. 8. Races and record runs must be held by boats complying with classes authorised by the I.M.P.B.A. national Council shall be submitted to the National NOTICE the National Authority affiliated thereto, and in case of Should an Amendment be proposed to any resolution, The International Council shall make up the accounts ance with the English text of the Rules. 8. MEETINGS 231 BOAT READERS. Owing to the time it has taken to prepare the drawings of the “Monarch of Bermuda” the publication has had to be postponed until next month. 232 The Model Yachtsman A-eclass Model February 1932 Yacht. Designed by A. W. LITTLEJOHN. « yy The lines of this powerful model are: obtainable from the offices YACHTSMAN, price 12/6 post free.. of THE MODEL February 1932 The Model Yachtsman One-sixth of full-size. 1% | el 13 + 15 16 7 8 f bi ha en ee Ha a eee ee nae CLR . Sas ease | | Pe J ee a 19 20 21 . = ae een 4 a ee —— — EE a 7 aa 12 13 ote mm, _——- 14 ee is 16 17 \8 de Al ee ee TRANSOM AA a ae) Sail Plan of this model will appear in our March issue. The displacement is 49-5 lbs. and the lead keel as shown 33lbs. It should be possible to get 38 Ibs. lead on to this boat . _ by lighter building and if so, the lead could be increased accordingly. 934 The Model Yachtsman. February 1932 On what lines can the Model Yachting Association assist to develop the Sport? By Mocapor. Our Contributor wishes it to be understood that the opinions expressed in this article are personal opinions and Suggestions, and must not be considered as being official or inspired in any way. As the article is written before the Annual General Meeting referred to, it is possible that the conclusions reached by the writer Meeting in question. A® the matter was to come up for discussion at the Annual General Meeting of the Model Yachting Association, I have deliberately refrained trom making any comment on the proposals that have been put forward for the M.Y.A. racing meeting will re-organisation programme be over when for these 1933. of the As_ the lines appear in print, I take this opportunity of analysing these proposals and what they really mean. When it was re-organised after the war, the M.Y.A. consisted of about a dozen clubs situated mainly in London or Southern England. Its title was modestly adapted to its entity, and even to-day when it is recognised throughout the world as the British national authority and the most powerful national organisation, it still refrains from changing its title to “ British.” When started it filled an immediate need by the organisation of Open Races and Regattas. Its funds, though comparatively small, sufficed not only for the regulation of the sport amongst its members but to finance quite an amount of racing. This was, however, only possible because the M.Y.A. had a strong backing of individual members, and these gentlemen, apart from the funds they provided, were of the utmost value to the Association in that they helped in the government of the M.Y.A. and were untrammelled by any instructions from their clubs, and thus free to act and vote as they thought to be in the interests of the sport as a whole. In saying this I do not wish to imply anything derogatory to club appointed members, as obviously their duty is to act in the interest of their club, and it is quite conceivable that a club’s interests might clash with the interests of the majority. Gradually the M.Y.A. grew, and as it grew its fixture list expanded. In order to foster the sport on certain waters and assist various clubs, the M.Y.A. took more events under its wing. To-day the list is unwieldy, and the calls on the M.Y.A. funds for prizes and regatta expenses is entirely disproportionate to the amount spent on the legislation and government of the sport. Moreover, the championships of the various recognised classes (with the exception of the “‘ A” class champion- ship for which special funds are raised) have become more or less local events which carry no special significance. There is also another respect in which the M.Y.A. have been faced with difficulty in recent may differ entirely from those expressed by the | years. So many more or less important events have been put on by clubs as well as the M.Y.A. that whenever it has been suggested that the championships as being important events should be made whole-day or two-day events at a Bank Holiday time, the objection has always been raised that this would clash with some other fixture. In other words, the National Championships have been subordinated to an Open Club Match. Moreover, by its matches in various districts the M.Y.A. has unwittingly aroused a feeling of jealousy in districts which have not been the scene of these races. Further, clubs belonging to the M.Y.A. have not realised that the M.Y.A. Council Meetings are the meetings of men they have actually themselves elected, and I have heard a provincial club speak of these “Old gentlemen up in London,” though it must be said that the persons who criticise the M.Y. Association’s work are usually either very inexperienced newcomers to the sport or those who have hankered to have a finger in the pie and are not quite tall enough to reach the table. It is, however, a fact that in spite of yeomen work by the Hon. Secretary of the M.Y.A., the provincial clubs have not been in close enough touch with the Association to appreciate what it has really done for them. One great difficulty that has to be faced is the lack of sufficient funds, and I suggest that every club in the M.Y.A. should endeavour to induce its presidents, patrons, commodores and other important members to join the M.Y.A. as individual members. This will not only increase the club’s influence, but put greater funds in the coffers of the national] authority and thus assist it to develop. Again, there are only two clubs at the present time that have availed themselves of the right of a club with more than twenty members to have a second club appointed member by paying an extra guinea subscription. I trust that every club that can afford to do so will in future avail themselves of this privilege—for it certainly is a privilege to pay an extra guinea to the good of the cause. Now the proposals as regards racing reforms are that in 1933 the championships shall be the only races held by the M.Y.A., and that these shall consist of a suitable number of district elimination races held in various parts of the country at an February 1932 The Model entrance fee of 2s. 6d. per boat and sailed a fortnight before the championship final. The winner in each district would receive his fare to the venue -of the championship (up to a certain limit), and if he was unable to go the next boat would be sent. The championship finals would be held on a Bank Holiday and be whole-day matches. The waters for championships would require careful selection with regard to suitability, and would be varied from year to year without regard to the club or water of the holder. The winner to hold the Championship Cup for the year and receive a suitable medal. It would, of course, be necessary to put a limit on the amount to be paid for transportation to the championship, as otherwise the M.Y.A. might be asked to provide a fare from a distant Colonial Club which, though entirely willing, it would be incapable of financing. Yachtsman. 235 I would also venture to suggest that the Association should events to appoint write YACHTSMAN, a someone report also arrange for at each THE of its MODEL for telegraphic re- ports of every championship event to be furnished to one of the London News Agencies. A further point in favour of reducing the fixture list to the championship races is that it will give more time to the over-worked M.Y.A. officials. Council meetings could then be held more frequently, and it is suggested that copies of the Minutes might be sent to all associated clubs to be posted on club notice boards, thus keeping the rank and file of model yachtsmen aw fait with the work done. Further, I suggest that the columns of THE MODEL YACHTSMAN are always open to the M.Y.A. through the medium of its Secretary to explain any matter or give notice of any changes of policy, etc., and I should have liked to see more In the cases where a club wishes a race to be held under M.Y.A. auspices, it is suggested that in such case the entrance fees shall go to the M.Y.A. and be used to defray the expense of sending an O.O.D. from another district for the occasion, whilst the local club holding the race provide such assistant officials as may be requisite and the prizes for the event. was taken from the copy of Mr. H. B. Tucker’s resolutions put before the M.Y.A. general meeting, and therefore I ask pardon from those readers who already know all about the matter. Another respect in which the M.Y.A. might do a little more is in the improvement of its annual fixture list, which might be made a little more important publication, and include amongst other things a list of the individual members whose assistance has help to build up the Association. At the same time, the matter is one that affects the whole future of model yachting in this country, and therefore a fit subject for public comment. I can assure my readers that in writing this article | I am solely actuated by the wish to benefit the sport in general throughout the Kingdom, MODELS Of course, the majority of the contents of this article OF DESTROYERS. The larger of the above two models is 94 cm. over all and was built by Mr. Sten Roemke. The smaller model is 56 em. long and was built by his sister, Miss Roemke. Both Mr. Roemke and his sister are members of the Stockholms Modellyachtklubbs. ——— TPE Se PEL a ee ee SWEDISH use made of this facility. 236 February 1932 The Model Yachtsman. A a ee FT Aj — >: ae 2.8 aX Dy. pn Edited by A. C. DAVIDSON, A.M.I.C.E. LONDON JOTTINGS. Y.M. 6-m. FOREST GATE M.Y.C. The annual meeting was held on January 9th at the Club House. The Commodore, Mr. H. G. Howard, presided, and gave a short resumé of the season’s events. He deplored the O.A., SURBITON. The contest for the Trophy presented by Mr. O. H. Gosnell, will be held on the Gosport loss of two members by death, but the accession of new mem- bers during the year was satisfactory, and included the election of a lady member. The financial statement, submitted by the Hon. Secretary, showed a satisfactory increase on the Water. Date (Easter), One-day match. 2s. 6d. Y.M. Start at Saturday, 10 a.m. March 26th. Entrance fee, 6-m. O. provide Ist, 2nd and 3rd prizes. The Glenham Cup Contest will be held on Saturday, May 28th, and Sunday, May 29th. Two-day match. On January 8th a dinner was given by members of the Club to the Hon. Secretary, Mr. J. G. Felt- Assistant Hon. Secretary, Mr. L. Apling, and Hon. Secretary, Mr. H. W. Apling. well, at Mason’s Restaurant, Brewer Street, W.1. After the loyal toast had been honoured, Mr. E. E. Marshall, who presided, proposed Mr. Feltwell’s health. In an apt speech Mr. Marshall paid tribute to the work done by Mr. Feltwell in establishing this great club and to his work for the sport in general, referring especially to Mr. Feltwell’s international work for the sport. This he considered even more important than his work for the club, and as he had heard that the secretaryship of the International Model Yacht Racing Association was likely to be vacant in the near future, he would like to see Mr. Feltwell in this position. He wound up by presenting Mr. Feltwell, on behalf of members, with a silver cigarette box and case, bearing the Club burgee in enamel and suitably inscribed. Cups and prizes won during last season were presented. in praise of Mr. balance carried forward. A presentation of a canteen of cutlery with a record suitably engraved was made to the retiring Commodore, Mr. W. Bliss, in recognition of his services to the Club during the time that he had held the office of Commodore— a period of upwards of nine years. New officers for 1932 were elected 2s follows: President, Mr. J. H. Scrutton; Vice-Presidents, Mr. J. Hale, Mr. J. E. Cooper, Mr. C. E. Hodges and Mr. E. P. Bird; Commodore, Mr. H. G. Howard; Vice-Commodore, Mr. W. Bliss; Hon. Treasurer, Mr. G. C. Marett; Flag Officer and Steward, Mr. W. R. Johnson ; Rating masters, Messrs. J. A. Hunt and E. Smith ; Trustees, Messrs. G. E. Johnson and G. A. Piper ; Mr. C. E. Hodges took the Championship Cup and emblem Leslie with Apling the best won the average in ‘Victory 6 races. Mr. Bowl”; Mr. H. W. Apling the * Knight Cup”; Mr. E. Smith the ‘‘ Noble’ Cup; Messrs. W. Bliss and E. Smith (jointly) the ‘ Coronation ’’ Cup ; Mr. C. E. Hodges the “ Hall * Cup; Mr. E. R. Cooper the 10-Rayer (Handicap) Cup ; Mr. H. G. Howard the “ Knight 10-rater (open) Cup; and Mr. W. Bliss the ‘* Forest Gate M.Y.C.”” Cup. Numerous other prizes were also presented to the winners, the Boys’ Cup being won by D. Harrison, with R. Felce and E. Levy receiving silver medals as 2nd prizes. A good programme of races for the season is 4ih —— being arranged and will commence on March 5th. Messrs. W. J. Daniels and H. Brent also spoke Feltwell’s unselfish and untiring work for the sport. In reply, Mr. Feltwell told the members that he felt flattered that his efforts had been crowned with such great success. He referred to the history of the Club and mentioned various gentlemen, notably the President, Mr. T. B. Davis, without whose great generosity the Club could never have attained its present proud position. He thanked the Club very heartily for the presentation, and assured the company that he would always be at the service of model yachtsmen and the sport of model yachting. Mr. H. B. Tucker, Hon. Sceretary of the I.M.Y.R.A., said that he did not desire to detain the guests long, as an excellent cinematograph entertainment awaited them. He briefly traced the history of the sport, and showed the beneficial effect of international competition. He said that it was perfectly true that he was retiring, as he felt that the secretaryship of the I.M.Y.R.A. was the most important position in the model yachting February 1932 The The Model Yachtsman. Invitation Card sent to Mr. J. G. Feltwell by the members of the leand | with-us Y.M. 6-m. O.A. 3H The original card was drawn for the occasion by Mr. H. W. Hartnell of Canada. 237 | | On January 8″’42 Spm. \lasons estgarant 1], BREWER STREET, PICCADILLY CIRCUS. Morning drees Tugs and speedboats 1.50 aM. world, and that he was unable to give it the neces- sary time. The best man he knew for the was Mr. J. G. Feltwell. True, Mr. Feltwell had built up the Y.M. 6-m. O.A., the most successful model yacht club in the world, but being estab- lished there were many able men in the Club who could carry it on. The Club, great as it is, is only one unit in the Model Yachting Association. NEWS FROM WALES. job That Association, though the greatest national authority for the sport, is in its turn one unit in the I.M.Y.R.A. After all, as Hon. Secretary of the Y.M. 6-m. O.A., Mr. Feltwell’s talents were begin used to benefit the sixty odd members of the Club, but as Hon. Secretary of the I.M.Y.R.A. he would CARDIFF “A” class boat from the latest design of Captain Turner. He is highly delighted with her, and is of opinion that she will beat his celebrated ‘‘ Cresset”’ He has his weather eye on the indefatigable John Black, of the U.S.A., who is said to be engaged upon a new vessel with which he hopes to take home the Cup. be using them to benefit thousands of model yachtsmen, the model yachting fraternity of the entire universe, and he hoped to learn that Mr. Feltwell would take on the position of Hon. Secretary of NORTH OF ENGLAND. the I.M.Y.R.A. Mr. Marshall then entertained the company with an excellent show of model yachting and yachting films. FLEETWOOD M.Y. AND P.B.C. The first annual Social and presentation of prizes was held on The card of invitation sent to Mr. J. G. Feltwell was specially drawn by Mr. H. W. Hartnell, of Canada, and is reproduced herewith. Amongst those present were: Mr. ©. N. Forge (Hon. Secretary, M.Y.A.), Lt.-Col. Bilderbeck, Messrs. W. J. Daniels, L. Rudd, H. Brent, C. Drown, R. Branson, W. Emery, J. Meynell, E. E. Marshall and H. B. Tucker. AA . A, M.Y.C. Mr. Len Smart has just finished planking a new December 11th, in the Co-operative Lecture Hall, about After very a 100 enjoyable persons supper, being present. the Commodore, Mr. Marsden surveyed the year’s work and mentioned that although the youugest club in the country, they were the largest with a_ total membership roll of over 200 names. The trophies were then presented to the respective winners by Councillor P. MeNicholas, M.B.£., Chairman of the Fleetwood Urban District Council, who spoke in a very encouraging way of the club and of the sport. A vote of thanks to Councillor McNicholas was carried with much applause. The concert which followed, organised by Mr. Bob Wright, successfully February 1932 The Model Yachtsman rounded off a really enjoyable evening and the ladies and artistes who did so much to bring this about were warmly thanked. The Fleetwood Urban District Council are pushing forward their plans for the new boat house and the racing season will see everything in good order once more. A trophy is being presented for competition next season by the Fleetwood Chamber of Trade, for which class has not yet been decided. ate i i e g a P h s i t t o c S Our but T.McG. > ~~ = JTTISH news recently is somewhat sparse, and we presume the Club members are employed clubs. Mrs. Davy graciously presented the prizes and a notable evening, which reflected creditably girding up their loins in preparation for the summer on the organizing stewards under the direction of activities. We should not like to suggest that the Mr. A. McConnachie, passed into pleasant memory. inertia may be due to satiation after the traditional! A new 6-m. model, designed by Capt. Turner for Mr. J. A. Stewart, with some modifications sug- New Year festivities. Paisley has held its annual social and presentation prizes, and enjoyed a most entertaining and successful evening. Vice-Commodore A. M. Russell presided over a large and representative gathering, and an imposing array of prizes were gracefully presented to the respective winners by Miss Rodgers in the Senior section and Miss J. Leggatt to the Juniors. Whist prizes were handed over to the successful competitors by Mr. A. Muir. Song and dance helped to fill out a most comprehensive programme, and the organizers deserve commendation for their competent labours to ensure general satisfaction. While it was regrettable that the popular Commodore, Mr. W. Hutchison, was unable to be present, it is gratifying to learn he continues to make progress and that it is anticipated he will be able to resume all his old activities shortly. of From Greenock also comes the report of a similar social, whist drive and presentation of prizes, presided over by Dean of Guild A. H. Davy and attended by a goodly company of members and friends. The Chairman in the course of some felicitous remarks took occasion to express satis- faction at the continued increase in membership and general success attending the Club, and particularly referred to the enthusiastic work among the Juniors. A very pleasant interlude was provided by the presentation of umbrellas to Mr. J. Thomson Wilson and Mrs. Wilson as a token of appreciation by the members of the work accomplished for the Club by Mr. Wilson in his position of Hon. Secretary. These gifts were suitably acknowledged by Mr. Wilson, who remarked that his was a true labour of love. He hoped to continue his very long association with the sport, in which his interest remained unabated, and assured the company of his real pleasure in working for them to the best of his ability. Mr. T. McIntyre, Jnr., and Mr. T. Gray (Port Glasgow) also delivered brief speeches, the latter commenting specially on the friendly relationship subsisting between the several local gested by the owner and worked out by Mr. J. A. McCallum, is now under construction by Mr. J. McKinnon, of the West of Scotland Club. This model, judging by the talent concerned, should prove to be of exceptional merit. We understand she is to be named * Clutha,” and that she is in effect a more powertul edition of ** Ailsa” with a pointed, or so-called canoe, counter. We are in- formed that a few blue-prints are available for anyone who may desire to build a similar boat. Model yachtsmen may be interested in the small cruising yacht * Fidelis,” 24 ft. l.w.1., now laid up for the winter on the canal slip at Maryhill, Glasgow. This craft was designed on model yacht principles, and it is possible more will be heard about her in the pages of this journal. Subsequent to a recent visit to Greenock and an inspection of the newly completed hull of the convertible * A * class and 12-m. model already referred to in this column, the secretary ‘phoned and requested our diagnosis of the psychology of the designer and builder. It appears that when questioned the builder of this successor to ““ Hey Mac ” indicated that anyone desiring information as to its name should ** see Sharp,” and duly produced the hatch neatly inscribed > The secretary suggests that if, as Longfellow says, “Music is the universal language of mankind,” Mr. “C, Sharp” may possibly have designs on Gosport and International honours this year. Well, we “‘ain’t no physician” or physic medium, but venture to hope it will not | ——Tt February 1932 The Model Yachtsman. but able to 239 One thing that did interest me was the great, difference in the forms and weights of the various models here. Starting with my own as the lightest at 123 lbs. displacement, 34” waterline, with a 6” the music. We have advice that a new club has been constituted in Perth under distinguished municipal auspices to sail on a recently constructed pond there. The type of model is to be the 1%rds 6-m., and Mr. A. W. K. Rodrick delivered a lecture on designing and building to the prospective members a week or two ago. We welcome this new organization and wish it every success. We were intrigued by Mr. E. A. Becke’s in- teresting communication in the January issue, and after some considerable cogitation have now remembered the incident to which he refers. The true facts, however, are that the world Mother Club, instituted shortly after the Flood, at Greenock, which at that historical period had nearly as much rain as Manchester, had heard of the competition organized by the newly constituted South Manchester Club. Whereupon the as Hadrian trophy had gained in importance -as the news travelled, it was decided that a strenuous effort should be made to secure the cup. An emissary was despatched secretly to Manchester to ascertain the chances of success, and this representative it was who, being a stranger and therefore unbiassed, became referee of the Manchester race. As, however, it came on to rain unexpectedly while the event was in progress, all penalty on the length, and the heaviest model at 24 lbs. displacement with a 37)” waterline, it was surprising how close they all were in speed. Sometimes as many as seven started together and finished all in a cluster. When one has seen a small experimental model holding her own fairly well against the orthodox types, and reviews the wonderful performances of the “‘ Adapta” with her big hull and small sails carrying everything before her during the past two years, it shows there is still ample scope for experiment in model yacht design. I may say that I am very pleased at the interest the Scottish Commodore takes in Larg’s, and I can assure him that there would be little difficulty in forming a club if we could get a pond worthy of the name, the one we have being too small. If he could make overtures to the Largs Town Council and point out the advantages to the town a larger pond would be, attracting model yachtsmen enthusiasts to come for holidays, I am sure his influence would carry weight, and we would eventually benefit as a club.—Yours faithfully, WILLIAM M. SMITH. THE MODEL YACHTING ASSOCIATION. the competitors were drowned, and the Scottish referee only escaped by clinging to the cup, which, being empty, as was usual in the South, acted as a buoy and kept him afloat until he drifted to Liver- pool, where he was succoured by some Fleetwood fishermen, who chanced to be in the Mersey looking for herring, and eventually reached home again after many strange adventures. The story that this referee foully murdered the contestants and decamped with the cup is a vile libel, originated by jealous Mancunians who, in fact, built the Hadrian Wall to prevent the truth becoming known abroad. We can vouch for this as being authentic, because we well remember when we were very young our great-, great-, great-grandfather on the mother’s side relating the story one New Year’s morning after bringing in ne’erday. THE ScorrisH COMMODORE. All British Model Yacht Clubs at home and overseas are eligible for Membership. Any Associated Club with over 20 Members can have two Club Appointed Members. Any model yachtsman is eligible to join the M.Y.A as an Individual Member. MR. WM. M. SMITH REPLIES. Sir, In the “ Scottish Page” I am credited with the remark that it was claimed by me that the little model I built was faster than the rest of the fleet. No reasonable person would make such a statement, and I can assure you I did not, as there has not been any real competitive test yet. Apply for full particulars to C. N. FORGE, HON. SECRETARY, M.Y.A. 151, Lichfield Grove, London, N.3. 24.0 THE February 1932 The Model Yachtsman. RELATION OF THE MODEL PROTOTYPE. TO THE Query. As a subscriber to your paper and a very amateur Reply. Your query covers a lot of ground, but we will endeavour in the limited space at our command to explain matters as well as possible. model yacht builder, could you tell me on what The length of a yacht is a lineal measure, sail principle model yachts are designed—that is, ].w.1. area is square measure, and displacement is cubic measure. Now if we take the design of a real as compared with draught? I will cut out the Aclass model yachts, with their size and weight ; draught must be limited, and the depth of the pond must be considered. But take a 36’ |.o.a. model (Daniel’s design) with draught 63”. I have made two 36” l.o.a. models, lead 6 lbs., about 1,000 sq. ins. canvas, and draught 10”. Both of them stand up to their canvas in any weather, though, of course, flattened out at intervals when a young typhoon of a breeze comes along. All racing models seem to have three suits of canvas, extra expense, extra trouble; and the storm suit is sometimes put on in a squally but otherwise light breeze, which leaves them doing nothing most of the time. If you take H.M. Yacht “ Britannia,” 88’ I-w.]., draught about one-sixth; A-class model yacht, 48” |.w.L, draught about one-fifth ; 36” l.o.a. model yacht, 26” Iw.L, draught about one-fourth—it seems to me that, compared with the length of the above, the draught of the models is insufficient. I have a scale model of ** America,” now on loan to the Science Museum, Kensington. She is 24” l.o.a., with lead keel. As a boy, I tried to sail her. The lightest breeze capsized her. I have also a 6” model, fairly accurate, of “ Satanita,” which sails in a small pond with paper sails at an astonishing speed. Her lead keel is dropped to about the equivalent of 60’, and even then a very moderate breeze flattens her out. On all ponds one sees model yachts lying over flat and naturally making no headway. It would appear that model yacht designers and owners are laudably desirous of having replicas of the real yacht, but do not realise that a moderate breeze to a real yacht is a typhoon to a 3’ or 4’ model. A short time ago I saw a man sailing a 4’ model, and she was going perfectly in a light breeze. I asked him where he got his design from, and he said she was a scale model of a 6-metre real yacht. What she did in a hard wind I do not know, but presumably she lay over flat and wallowed. I can quite see why the A-class should be limited as to draught, but why in the smaller classes ? I may say that in pre-war days I have owned various racing yachts, known as 24-footers, and have done a good deal of racing in the Solent, from the Bembridge Red Wing class up to the South Coast One Designers. W. L. yacht and make a model of it on a scale of one- tenth, the length and all other dimensions are reduced to one-tenth of the original size, but the sail area becomes one-hundredth and the displacement one-thousandth of the original. Consequently we are asking the model to carry ten times more sail in proportion to her displacement than the original does. Now when a small prototype is chosen and a large-scale model made, as, for instance, the 6-metres (12” to 1’) referred to by our correspondent, which is five-thirty-sixths of the size of the prototype, this difference is not so marked as in, say, a 12-metres model on a scale of 1” to 1’. Again, up to limits the bigger the actual model as regards displacement, the greater proportion of lead can we get to total weight. Thus some of the American Aclass models are reputed to have over 80 per cent. lead of the total weight, though if this is so it means that lightness of construction has been carried to such an excess that adequate strength must have been sacrificed. A further consideration is that a larger vessel does not require the same proportionate draught as asmallone. This may all sound somewhat puzzling to the novice, but actually speaking, when designing under a rating rule, there is no risk of overcanvassing, as in order to stand a chance one has to take a very high proportion of the rating figure in the hull. As regards giving a proportionate figure, we regret that thisis impossible on account of so many other factors that must be considered. such as form of section and type of boat, proportion of lead to total displacement, etc. Generally speaking, therefore, the solution is to make as big a model as possible of a small class of yacht and to get as much lead as possible. When the scale gets too small it is probably advisable to increase the displacement by spacing the sections closer together. The modeller will also have to decide according to the design whether it is also advisable to increase the lateral plane or draught. The adaptation of a full-sized design for model work is a matter that calls for considerable experience, and it is wisest to build from a design that has been specially made for a model. February 1932 The Model Yachtsman. 241 Sail Plan of 36-inch Bermuda Ketch. Designed by G. W. Munro. Plans’ of this interesting little model appeared in our last issue. Jip. luff 30-25 foot 11°25 Marnsatu. luff 38-0 foot 14°5 Mizzen. luff 23°5 foot 10:0 February 1932 The Model Yachtsman. As regards the amount of sail to carry, in a model as in the prototype, the more experienced skipper will suit his canvas to the day. Real yachts often lose races through being over-canvassed and equally by reducing canvas before it is really necessary. Our correspondent talks of several suits of sails as an unnecessary expense, but unless he is going to keep his boat out of the water in every weight of wind except one, we fail to see how this can be avoided if he wants good results. He can, of course, reef, but smaller suits will give better results. Title Page and Index, Vols. I, Il or III, Price 6d.. post free. Binding Cases, Vols. I, Il or III complete with Title Page and Index. Binding, Vols. I, IL or III, (including Case. Title Page and Index), 6 -, post free Bound Volumes. have been exhausted. Back Numbers. No. 9, 1/.; No. 10, 2/-; Nos. 11 and 12, 1/-. Vol. II, No. 1, 1/-; Nos. 2—5, 6d; No. 6. 2/6; Nos. 7—11, 6d,; No. 12,16. We are now able to announce that this book by H. B. Tucker will be published during the early part of next month at a price of 2ls. anticipated and nett. Edition copy should should place their orders with YACHTSMAN offices now. An order form is enclosed with this magazine which should be completed and posted with cheque or P.O. as soon as possible. ‘“Venture’s’” Cashier. remarkable December issue, we regret that there was a mistake In the right hand picture on page 183 names. Mr. Ormsby Phillips is on the left and Mr. Jack Ryan on the right. apologies to all concerned. Our Nevertheless it was a remarkable performance on which Mr. H. Ormsby Phillips deserves hearty congratulations. him by All orders for the Magazine should be accompanied by remittance and should be addressed to The in one of the captions to the photographs illustrating reversed the faction, All advertisements must be addressed to The passage across the Santa Catalina Channel, in our we When a nom de plume is adopted, the correct and address must be enclosed for our satis- Advertisement Editor, and should reach 10th of month previous to publication. When publishing the account by Mr. H. 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