The Model Yachtsman: Volume 4, Number 2 – May 1931

REE LL PAE au Vole , \ —_— ~ ‘ Wr ig es a. Editorial .. ..— Pi News of the Little Ships 20 21 25 26 The Skipper (Cartoon) 12-metres Sail Plan … Scottish Page The Clipper Ship ‘‘James Baines’”’ … ee Swivel Boom Queries and Replies … 27 30 ioe Tubby Wilkins assists at a Power Boat Regatta et Prejudice (Poem) An Eighteenth Century Ketch Wooden Hulls for Power Boats . S50 32 | 33 34 Correspondence oD):> tank: GOLDEN HOUSE, GREAT LONDON, PULTENEY W.1. STREET, May 1931 The Model Yachtsman. , BOND’S “SIMPLEX” ian Engine, 1″ bore xi 1″ stroke. ¢ Weight ‘ 43lb. with 4a*} flywheel. This } re-designed engine’ is made throughout inournew Workshop and individually tested under power. ~ Cooling is by water but an air cooled model will be supplied to order. Set of Castings Advertise your Boats for complete with drawing, 37/6 Sales and Wants in THE Postage 1/3. MODEL YACHTSMAN Finished Engine with wipe contact breaker, £6:10 Postage 1/- Send for Bond’s 1931 Catalogue for full particulars, 6d. post free. BONDS’ o’ Euston Road, Ltd. 254, EUSTON ROAD, LONDON, N.W.1. Phone: MUSEUM 7137 iy EVIDENCE This Magazine has be produced by us (on our’ own premises), and demonstrates the fact that we possess all the necessary mechanical facilities and efficient men so essential to the crafts- execution of high-grade Printing. é Wymondham 55 H.cG.“8 TOME; WYMONDHAM, NORFOLK a In replying to Advertisers, please mention THE MODEL YACHTSMAN. THE YACHT SPAN ODEL ws G readers know, this paper is run by the staffin their spare time, and just lately your Editor has to confess that he has had very little spare time | Our March and April numbers have shown a nice increase in circulation but we want to see this rise continuously and steadily. as he has just moved and about half his Editorial to papers are not yet unpacked. MODEL YACHTSMAN To add to our misfortunes, our April number left the works in excellent time to be delivered to readers before the Holidays, but got involved with the “ work slow ” strike and was not delivered until the Tuesday after Easter! Probably being marked who We tender our thanks have recommended 7’HE to their friends. The rapid rise of the Fleetwood Model Yacht Club | their little ships as soon as local authorities provide them | wise would have or else it might have taken even | longer to reach Golden House. . A | Having got behind. ; readers is a proof that there are embryo model yachtsmen all over the United Kingdom, ready to launch “Urgent” and sent by newspaper rate it got through from Norfolk more speedily than it other- hand with our April number, it makes it more difficult to get May out to time, especially as two those with suitable sailing waters. Yet we see even where good model yachting lakes have been built, there is a tendency to turn them over to rowing or paddle boat proprietors. If one thinks this out it is an absurdity even taken as a business proposition.. . Pro} A Corporation spends at a low estimate £5,000 on a authors have disappointed us badly with articles which we had hoped to feature. Our difficulties lake for model yachting, and then some cheeseparing local councillors decide to let it out for paddle also, and we tender our apologies to readers therefor. for the concession, which represents 4 per cent. on have thrown us behindhand in our correspondence boats. At an outside estimate, £200 a year is paid All reports of Easter racing duly reached us in the original investment in the building of the lake ! good time with the sole exception of the report covering the Bradford Cup Race. This was only obtained After all, surely the idea of building a model yacht lake is not to gain 4 per cent. interest but to provide with great difficulty. an immeasurable dividend of healthy amusement for: May we ask Hon. Secretaries of Home Clubs to co-operate with us on this score ? residents and visitors alike ? When our reports are late, or when we have no report to publish, the reader promptly blames the If a paddle-boat pond is wanted (and it is Editorial staff instead of blaming the Secretary of the home club. We are always glad to publish | certainly a good amusement for the youngsters), surely it should be a separate affair, rather than they are sent in. | altogether. reports of racing but we cannot publish them unless | filching a lake constructed for different purposes The Model Yachtsman. ectgeges Biwer nt wie ha Sa i <== 8 “ie <<, Pd —— BRADFORD When the competitors for this annual CUP Model nevertheless those that braved the elements witFrom the start the only London competitor, “Rhythm” (P. J. Levy) showed up excellently. This boat is from Engineer Captain Turner’s board, dein being a sister ship to ‘ Cresset,” the runner-up in the 1930 British Championship at Gosport. She Ne aah nani seemed to revel in the heavy weather and succeeded in making 32 points on the first day’s racing out of a possible of 35. The only weather board she lost, her skipper was at fault as he pinched her up a trifle too close and was outfooted. Other boats that showed up well on the first day were “ Marcia” 24, * June ” 24, *‘ Emperia” 20 and ‘‘ Whimbrel”’ 20. Of these ** Marcia ” is a new boat built by her owner from the designs of Mr. W. J. Daniels and is a beautiful job. She is a full-keel model, and the Bradford Regatta was her maiden trip. “Juno,” which also made 20 points, is a pretty boat being a sister ship to “June,” designed by Mr. A. W Littlejohn. “ Emperia”’ is another Turner boat, and ‘‘Whimbrel”’ the veteran of that name designed by Mr. J. G. Feltwell. et ow When racing was resumed on April 6th sailing conditions were very poor. There was scarcely any wind, and what there was was very unsteady, as the catspaws varied half way round the compass. So bad were the conditions that only two heats were possible during the forenoon. At the time of the ~ luncheon adjournment, “* Rhythm’s” position was practically secure as she only required to win a single board to be unbeatable, her score then being 42 points. —_ After the luncheon adjournment conditions were somewhat better and the wind settled down a light reaching breeze, giving a close reach one way and a free reach the other. The feature of the day’s pepete ee __ * Betty VI.” doubt, as when ‘‘ Rhythm” and “ Betty VI.” met in the last heat it was still possible for ‘“ Rhythm ” to lose. The Liverpool boat had then a number of resails to do, and had she beaten ““ Rhythm” both ways and won all her resails also, it would have put her in the premier position. She was successful in beating her rival on the run but the South London boat won the weather board. It is interesting to note that ‘“‘ Betty VI.” is from Mr. J. G. Feltwell’s “Pat” design. nessed some capital sailing. eet & or sailing was the capital handling of On the first board it was possible for a close- not a large attendance of the general public, but rrr REGATTA. by her owner. In the fluky winds he was never at fault. “‘ Dauntless,” suited by the weather, improved her position considerably, whilst “‘ Emperia”’ fell back. was bitterly cold and the sky overcast and there was qe rrey rem e) fre ¥ ae, Yachting Association fixture came to the line on April 4th there was a heavy wind blowing nearly straight down the Dam. Most of the competitors carried their second suits, but a few of the heavy weather craft sported their full canvas. winded boat to fetch right through, but after that the wind backed and came dead down the water. It lite iti SOo—— ae Edited by A. C. DAVISON,A.M.1.¢.5. a er. rr 20) Right up to the end the issue of the race was in This is the second time that Mr. P. J. Levy has won the Bradford Cup, his first time being with “Charis > (also from Captain Turner’s designs). The Cup was won by Mr. W. J. Daniels in 1929, and last year “* Albion ”’ also secured the Cup for her present owner, Mr. L. G. Rudd. The 0.0.D. was Mr. F. H. Thompson, of the Bradford M.Y.C., and under his capable direction, the racing was run off most successfully. Generally speaking the sailing was good, and the good sportsmanship of all concerned made the event a very pleasant affair. The full scores were :— “Rhythm,” P. J. Levy, South London M Y.C. “ Betty VI.,” H N. Amlot, Wirral M.Y.C. … ‘““ Whimbrel,” F. Hirst, Bradford M.Y.C. … “Marcia,” E. Openshaw, Stoke-on-Trent 47 41 40 “ Dauntless,’ D. Andrews, Bradford M.Y.C. “Mary,” 8. Harrison, Bradford M.Y.C. * Juno,’ E. North, Bradford M.Y.C. … * Desirée,’ R. B. Roche, Bradford M.Y.C. ~ Emperia,”’ H. Garbutt, Bradford M.Y.C. “ Valkyrie,” J. Whittaker, Bradford M.Y.C. * Peggy,” J. Porter, Bradford M.Y.C…. … 38 sh Joe ito … 25 … 25 … 25 “ Scindia,” D. Thompson, Bradford M.Y.C. … * Flying Cloud,”’ E. Turner, Bradford M.Y. C… 22 15 9 May 1931 The Model Yachtsman. THE SKIPPER or the History of the Race in Exclamations. From an original Drawing by H. W. Hartnetu. oT 29 The Model Yachtsman. NORTH-WESTERN ENGLAND. THE MODEL YACHTING ASSOCIATION’S NATIONAL 10-RATER CHAMPIONSHIP. May 1931 THE FLEETWOOD MODEL YACHT AND POWER BOAT CLUB. The majority of the members of the Power Boat Section now possess a lathe, and evidently mean business in the near future. We and in spite of unfavourable weather conditions it attracted a great many people. Entries, restricted to two boats per club, were sent by Forest Gate M.Y.S.A. (Kensington), Clapham Pond M.Y.C., Hove and Brighton M.Y.C., and Eastbourne though one or two are being built, so we did our first 5 . . ~ – . Sie . . – Patna . ; – ce 4 wy ‘ . ~ De 2 / ‘ ‘ re om ash LL | | | | z ‘\\y ‘ > G.B.Dovezas 1737. 5 Masrwanos SYaros Brace. Lowsr Masrs, PAOM TRUS3 BANDE TO FIFE RAILS BRIGHT ANOVARNISHEO,THEIA HOOPS __ Waira. Tort ane Down TOTAUSS Bans, Ware. Nore, Havnes ARB QIAmaraR (INCH ME Line and full descriptive article were published in our April issue. Blueprints of Lines and Sailplan can be obtained from our Blue Print Department on Scale of 1 inch. = 8 feet. 29 30 The Model May 1931 Yachtsman THE SWIVEL BOOM. By Guien Perry. ele eb W HEN W. Starling Burgess made of Enterprise, a floating laboratory on and in which were tried all sorts of devices for improving the speed and handling of racing boats, he started something. Designers, builders and yacht fitters have apparently entered right into the spirit of the thing and new contrivances for making sail-boats go faster are to be seen all along the coast. oF eee One of the innovations takes the form of a new type of boom, a type that has as yet received no practical test, although it is said by the Pigeon Hollow Spar Company of East Boston, Mass., which manufactures it, to have worked in a satisfactory manner on models. This is known as the curved swivel boom, and is the result of studies in aerodynamics. The idea of the curved boom is, as a matter of fact, not new. One was made by the Pigeon Com- pany in 1922 for C. H. W. Fester. It did not work particularly well, due to the fact that it lacked certain improvements that have been put on the new boom. The theory of the thing is primarily the outcome of the growth of aviation, with resultant advances in knowledge regarding air currents and wind and their effect on lifting or driving surfaces. One of the things that was learned was that to obtain the maximum results, an airplane wing must have a certain camber. The same thing was found to be true of sails, applied in the horizontal rather than the vertical plane. The theory behind the new Pigeon boom, then, is that on a straight boom some of the area of the sail along the foot is unable to take the desired curve, resulting in waste of potential driving energy. SS aT But if the boom itself—or at least that part of the boom on which the sail-track runs—has the necessary camber, the manufacturer believes that this loss will be done away with, and the entire driving and pulling power of the sail utilised. In addition to this, it is claimed for the new boom that it will give a better setting sail and one that will retain its shape much longer. RESEMBLES AIRPLANE WING. The boom itself bears a strong resemblance to a section of an airplane wing about two inches thick. Save that the camber is six to one instead of thirteen to one, the camber of an airplane wing in the Pigeon shop, it is difficult to give a better description of the boom’s appearance. The sail track runs along the cambered edge of the boom. The sheet is made fast to a metal ring set in the outer edge of the boom, and slides in such a way that it is not affected by the turning over of the boom when the boat gybes or comes about. This application is similar in principle to that on the famous triangular boom used on Enterprise which had transverse sail tracks on which the sail was allowed to take its proper shape on the boom. The transverse tracks are done away with here, however, and their place taken by the single track running the length of the boom. Furthermore, it is not adjustable, while that of Enterprise could be so arranged that the shape of the sail along the foot could be varied to meet wind conditions. It is designed, however, for small boats, and will be tried out on at least one small class in Massachusetts waters this summer. Some question may be raised under the international rule as to the legality of this boom, although the makers believe that it fulfills the requirements. Paragraph XXIX of ** Instructions to Measurers’”’ of the International Rule has been amended to read as follows : “The boom and jackstay without other fittings must be able to pass through a circle having a diameter equal to the diameter of the mast named in the table at the beginning of Clause 17, Masts (in the 6-meter class, .449 feet; in the 8-meter class, .590 feet). * A boom must not be made permanently concave in a fore and aft direction Permanently or mechanically bent booms and struts and outriggers on booms are prohibited. The depth of the boom at any point must not exceed twice the width. A jackstay or rail, if used, must be fixed in the fore-and-aft line of the boom.” We received from an American correspondent a most interesting article cut from one of the American papers, which we reprint above for the benefit of our British readers. As the name of the paper was not given us, we are unable to acknowledge formally but we have to congratulate our unknown contemporary (which is of the American daily or weekly press and not a technical journal) on its enterprise in publishing articles of this nature. May 1931 3. The Model Yachtsman. ROTIAR Query: Reducing a Design.—Might I suggest that in your next number you give some factor for decreasing the plans (sail and hull) of the 12-metres model by Mr. J. D. McGregor, which you have published this month. I, personally, would like to construct a 6-metres boat from those plans.—E. G. H. Repty: A 12-metres model would not reduce to a 6-metres as if reduced it would lack the displacement called for by the rule. In any case, unless done by a skilled naval architect reduction is not satisfactory, and it is best to build from a design that fits the required size. The reason of this is obvious when one considers that length, breadth and depth are linear measures. Sail area consisting of height and breadth is a square measure. Displacement consisting of length, breadth and depth is a cubic To take a simple instance, if we measurement. desire to reduce a boat 6 feet over all to 3 feet over all, the length is half, the sail area a quarter, and the displacement an eighth of that of the larger boat. Therefore, the smaller boat would be called on to carry proportionately double the sail of her larger sister on a quarter the proportionate displacement. In order to overcome this the designer makes suitable adjustments. Query: An Umpire’s Problem.—A man trims his boat for a run with a wind slightly quartering with spinnaker to starboard. The boat goes down and runs ashore about a couple of yards short of the finishing flag on the port or leeward side. Slightly in advance of his opponent. To get round the corner the skipper lets his spinnaker flop right forward. Is he to be disqualified for having his spinnaker set so as to increase the fore triangle strictly according to rule or be allowed this as the only possible emergency measure ?—A. D. We are not quite sure whether our Repty: correspondent means that the spinnaker sheet is let fly or the after gye on the spinnaker boom. If the sheet is let fly the clew of the sail would probably fly out ahead of the measured fore triangle, but as the sail would not be drawing, we do not think it would be considered as being set. If the after gye of the spinnaker boom was let go the boom would go forward and the tack of the sail be outside the forestay. In this latter event the actual measure- ment of the spinnaker would not be increased. The foot of a spinnaker is not measured but the base is taken along the spinnaker boom from the mast to the point of attachment of the tack of the sail. This is not altered by the fact of the sail being trimmed right forward and we should, therefore, consider that this did not constitute any infringement of rule. It must also be pointed out that the foot of the spinnaker can be any length the owner desires and however much the sail bellies, the position of the belly does not constitute an infringement. Readers are invited to state their opinions on this point. THE LAKE OF MENTEITH. A reference to this, the only “lake ” in Scotland, the pages of THE MODEL YACHTSMAN has brought forth several inquiries regarding its in possibilities as a model yachting centre. The Loch of Inchmahome or of Menteith (for ‘Jake ” is due to literary influences a hundred years ago) is situated in Perthshire some thirty miles by road north of Glasgow. It is a charming sheet of water with three wooded islands, one containing the ruins of a priory now being restored by H.M. Office of Works, and another, the remains of the castle of the Earls of Menteith. Although on the verge of the Highlands, the Lake has something of a Lowland character, and it is not unlike some of the Cumberland lakes. The area is 652 acres, so it is larger than the better known Loch Ard, its Highland neighbour at Aberfoyle, six miles away. The Lake is private water, and the fishing rights and boats are regulated by the local proprietors. The Lake Hotel is usually full round about August, but at other times room can be obtained. The hotel has two rowing boats, rather heavy craft, and the writer has a pram dinghy which might be used by a brother model yachtsman. It will be seen that the Lake can never be a.centre like Yeadon Dam. But it is an ideal place for a quiet holiday, and for trying out models under natural wave form conditions by those who do not object to rowing after them on open and, at times, breezy waters.—J. A. 8. 32 May 1981 The Model Yachtsman TUBBY WILKINS POWER ASSISTS BOAT AT A REGATTA. By SIMPLiciras. When my turn came I got into the water, Snifter pulled the string, and to my astonishment the boat went slowly backwards. ‘What the dev—on said “No, Johnnie Walker.” Between these last was a sort of wicket-keeper to catch the boats. had three tries each and with varying We success. earth—did you wind her that way for.” said Snifter.” The man before me didn’t do so badly as he was a * Well, you said ‘anti-clockwise, I said. “ Yes, but couldn’t you see that the prop is geared to the engine, you—you—you must try again anyway.” This led to a discussion ; the umpire said that as we hadn’t completed the course we were out, but Snifter argued that as we had gone in a minus direction we really hadn’t started at all, and theoretically we were now 100 yards behind where we were. As there was no rule to settle this they let us have another start. This time Snifter wound her up and she did go! I stood gazing after her fascinated as she disappeared behind the island, and was just going to turn when there was a shout of ‘‘ Look out!” An earthquake hit me on the—well, about where the waders left off—and I sat down in the pond. The crowd roared, and when I grabbed the hot cylinder head to scramble up they roared louder. Silly asses ! I couldn’t see anything funny about it. teetotaller and got two Bass and a Worthington. I remembered the half-compression cam and the engine purred over quietly and steadily. I then brought my sailing skill into play, and as there was some wind down the pond gave her a bit of ** weather helm.” The wretched boat made a circle to the right and went right up the pond pursued by young Neptune, while the silly crowd laughed and boo-ed. The last event was a steering competition. Triangular targets like the familiar beer signs were fixed at one side of the pond. First two red ones, at which a joker cried *‘ Bass ’’—then two blue ones, when another shouted ‘I prefer a Worthington,” and finally two piebald ones near together, when someone shouted “ Black and White,” and another Blithering blockheads! To counteract this I then put the rudder a little to the other side, and the confounded thing missed the targets on the left. The animals yelled worse than before. annoyed, and saying: I got a little ‘‘ Well, go toh anywhere you like!’ I left the rudder free. In the excitement I must have pushed the camshaft over, for the engine suddenly gave such a roar that I dropped the boat, which charged straight across at 30 miles an hour, bang into the middle of the targets and knocked over the wicket-keeper. The microphone man who was near him rushed to his machine, but his remarks were lost in the applause of the crowd. I had scored the fastest Johnnie Walker of the day. The cheers were loud and continuous. Jolly sporting lot a British crowd, really, when you get to know them. eanamde=ve one SSS es a SSS (continued from page 15). PREJUDICE! What pleasure sailing craft like those can possiby provide Is something that their owners may be able to decide. Of course they think their boats are fine, (They wouldnt have a chance with mine). There’s Pipkin with that skimming dish that dates from A.D.1, And Underdown, his so-called yacht must weigh quite half-a-ton, With sails like washing on a line. (And simply out of it with mine). Then look at Jupp, a floating cow could sail as fast as his ; And Noah’s Ark would best describe that boat of Ippleby’s. She must be from his own design. (And someone ask if she were mine !) But still they keep on sailing them, and seem to get some fun From trying to persuade their freaks to beat and reach and run. And this is nineteen-twenty-nine. (They ought to sink when they see mine !) 1931 MODEL : OF The Model Yachtsman. AN EIGHTEENTH The charming little modelTillustrated above was built by Mr. J. M. H. Wright of Moffat, Dumfrieshire, and by the courtesy of the owner we are enable to reproduce the picture of her. She isa particularly interesting model as although she was not an actual vessel as far as is known, her lines were taken from a book of ship building written in the year 1729. The title of the book is “Britain’s Glory, or Shipbuilding Unveiled.” This is a very rare volume and the only copy in Edinburgh belonged to P. Miller Dalswinton, an early experimenter in steam navigation. Although this little vessel was designed as a yacht, she was fitted so that in case of need she could be CENTURY 33 KETCH. converted to more war-like purposes when she could carry twenty-four guns. The hull of this little craft is full-bodied and she should have been an able craft. Her rig, however, is lofty and suggests a fair weather vessel. The ornamentation of the vessel is interesting and her stern has windows which lighted the owner’s cabin. She carried square sails on both mainmast and mizzen. She had a long bowsprit and her mainmast was stepped almost amidships. This model was exhibited at the Royal Scottish Museum. Her builder is to be heartily congratulated on a very fine piece of work. d+ The Model Yachtsman. WOODEN HULLS FOR MODEL May 1931 POWER BOATS. By ATLANTIC. wr — PO ian Ss bataits eon ee se Cuenta Many of the hints given by our Contributor in this article apply alike to the building of power and sailing boat hulls. |* the play ‘“ Milestones,” three generations of shipbuilders were depicted. In the first part the old shipbuilder used to wooden walls was in dire opposition to his son who was fired with the idea of building iron ships. In the second part our iron shipbuilder, grown old, was in dire opposition to his own son who was filled with enthusiasm for the construction of steel ships. As everyone knows, in real ship practice iron was SO EEF FP PTET, CT superior to wood, and steel again was superior to iron. This, however, does not apply to yachts and other small light craft. Steel construction, besides being better than wooden was also cheaper. In large craft it was not only stronger but actually lighter also, but in launches and sailing yachts, this was not so. Naturally, there are exceptions to every rule as, for instance, the building of large racing yachts of phosphor bronze. These shells, however, were wonderful pieces of work, and no expense or trouble was spared to make them perfect examples of the shipwright’s art. The perfect surface of phosphor bronze hulls naturally gave great speed, though it is very doubtful if the advantage gained was anything in proportion to the expense involved by this method of construction. When, however, we get down to model work the case is very different, and it is practically impossible to build a metal hull that is as light as a corresponding hull of wood. Also the metal hull is undoubtedly stronger. It will dent more easily than a wooden hull, but when it comes to a very hard blow, the wooden hull breaks whilst the metal-hulled boat goes on her way somewhat bent but still floatable. Having set out some of the advantages and disadvantages of wooden and metal hulls, the reader is left to decide for himself which he will try. A further factor that may govern the choice is the builder’s skill or lack of it. If the builder is skilled in metal-work and bad at wood-work, he will naturally lean to the metal hull. Even if it has been decided to build a wooden hull, the type of boat will influence the decision as to whether the hull is built as a bread-and-butter boat or planked up on ribs and frames. If the model to be constructed is a steamer— battleship, liner, yacht or cargo vessel—it is equally possible to use either system, but for these the writer would use the bread-and-butter method. All of these types have painted hulls—in reality they have steel hulls built up in plates, and therefore any system of wooden construction is not actually true to the prototype, and all that can be aimed at is that the outward appearance shall be good. Unless very well built, a planked hull is prone to show the planking after a time due to working, swelling of the wood, etc. It is true that careful fitting of the planks and glueing them edge-to-edge will to a large extent mitigate this, but nevertheless, provided the glue joints are properly made, the bread-and-butter craft is likely to stand best. One word of warning should, however, be given. All wooden hulls require more careful usage than metal ones. If they are left with water in they may If left with one side exposed to heat, they will warp. A little common sense in this matter will obviate these troubles, and given reasonable care a wooden hull will give satisfactory service. rot. Hydroplanes and launches are wooden craft in reality, and if the model builder is anxious to follow the prototype closely, he will also have a wooden hull, and this should, I think, be planked like the big boat. Many builders of model hydroplanes are excessively fond of three-ply wood. This has its advantages in that it will take an acute bend without splitting, but actually its use is to be depreciated. The objection is that though three-ply is stronger than natural wood of the same thickness, it is also heavier, and if damp gets in between the layers of which it is composed, it is inclined to disintegrate into three layers. If the damp gets between, even if the glue holds up pretty well, it gets remarkably heavy. If in spite of this three-ply is used, the very greatest care must be taken not to leave any bare edges, but it must be morticed in. Any holes for screws for fittings must also be carefully made and a drop of varnish put on afterwards to protect the Further three-ply is no good to screw anything on to, and if necessary.a chock of wood wood. should be placed inside to take the strain of the screw. . Many writers, who should know better, recommend three-ply for cutting frames out of, quite for- getting that though three-ply is excellent from the point of view of not having a grain through the wood, if it is used for frames, the fastenings go endwise into the wood and tend to force the layers apart, whilst the amount of exposed edge is enormous in proportion to the surface area. For cut frames builders of yachts and motor boats use grown crooks, but such are not available for the model builder. If, therefore, a suitable piece of wood cannot be obtained, it is far better to build up a frame in several parts. The writer would willingly ban three-ply altogether from the construction of any hull, though he is aware that most hydroplane hulls are made of it~ The Model Yachtsman. There are many mistaken ideas about the relative _wirtues of bread-and-butter boats and planked etaft, so before dealing with these in detail, it might be as well to compare the points of each system. In actual strength the planked boat probably exceeds the bread-and-butter hull. On the other hand, in ease of mishap, the latter is easier to repair. The planked boat is slightly heavier than the bread-andbutter boat, but if the proper materials and methods are used, there is not a large difference on this score. The best wood to use for building a bread-andbutter boat is first quality white pine. Do not get yellow or red pine as these are heavy and totally unsuitable. The actual thickness to which the wood is hollowed out will depend entirely on the size and weight of the boat, but for a metre craft } inch will be sufficient provided suitable frames and engine hull itself may crack or warp if unduly exposed. Mr. Victor Harrison’s magnificent fleet of miniature working steamers is an excellent example of good practice in this respect. One of the best methods of insulation is to make compartment of asbestos sheet to hold the machinery. This compartment should be smaller than the inside of the hull, so that there is a mintmum of at least } inch between the skin and the compartment at any point. The compartment is then put on hardwood bearers and an air space allowed all round. The forward ventilators are then carried down through the deck low in the hull to ensure a current of cool air entering. The after ventilators only just come through the deck and thus the hot air is allowed to escape readily. a The top part of the compartment under the deck should be similarly carried below the deck with an air space above. The fiddley gratings can, of course, be open to the engine room. If very great care is used in this respect, most of the upper works, even over the machinery space, can be of wood. At the bearers are inserted. Up the stem 1} to 2 inches should, however, be left. The vital point of a breadand-butter boat is the glue joints. These must be properly made and cramped up tightly during drying. The best glue to use is casein, which is not only waterproof, but heatproof also. ‘Test’? glue can be recommended as a good brand. same time much will depend on the amount of clearance there is and the amount of heat generated by the Plant. I am aware that it is a lot to ask the builder to provide this air space because most plants are very cramped for space, but if it can be done this complete insulation will preserve the finish excel- In building a planked model the best wood to use for the keel is mahogany, and this wood or oak can be used for the stem. It will entirely depend on the profile of the boat whether the keel is in one piece or several. For the ribs of a real boat American rock elm or ash are used. Oak crooks are frequently used for the cut frames. In a model Italian walnut will be found the most satisfactory wood to use for the bent timbers, whilst mahogany can be used for the cut frames. The latter are best built up in Whatever system of building is employed, the first thing is to make full-size drawings of every part. This must be done with the greatest accuracy. It is no use to have a good design and then enlarge it it,” and fair up by eye afterwards. “near as d The better the drawing, the better the model will be. Therefore, do not be content with a sketchy affair done on brown paper with a stub of BB pencil, possibly freehand. Use a fine-pointed hard pencil and splines. Above all, in enlarging, make sure three or more parts to each side as far as the midships and stern sections are concerned. The bow sections can usually be got out of one piece a side. It will be found an advantage when building on cut trames to put a deck beam across on top of the frame. It must be remembered that the deckbeams and deck form lently. that your straight lines representing sections ard waterlines are accurately spaced, dead straight and at right angles to each other. If it is beyond you to enlarge a drawing}properly, buy a full-size plan and be certain. (To be continued.) the brace of the girder structure of the hull. The best wood to use for planking is either cedar or mahogany. The thickness will entirely depend on how many ribs are put in, but if pretty closely ribbed, wood starting # inch thick will be sufficient for a metre boat. It must not be forgotten that although planking is put on a certain thickness, but by the time the hull has been rubbed down fair and smooth, the thickness is considerably diminished. Inwales and deckbeams can be of pine, and the deck also is best of white pine except over the machinery, where metal is advisable. The insulation of a wooden hull from heat is a very important matter as not only is the finish liable to suffer, but the &é2 WANTED. State 10-RATER, PLANKED, good condition. age. Box 200, THE MODEL YACHTSMAN Office. ens oe a A ST any of these craft have curious curves and reverse arves in the forebody. If the builder’s skill is not equal to planking them up in narrow planks, it is seggested that the boat be built bread-and-butter fashion. 35 —— ee So y 1931 36 The Model May 1931 Yachtsmar. The Editor accepts no responsibilty for opinions expressed by Correspondents Letters intended for publication must be brief and to the point. They should not exceed 400 words in length and must be written on one side of paper only. Correspondents are requested to read our note on this subject on another page of this issue. KEEL FORMS. PERFORATED SPINNAKERS. Sir, Sir, Spinnakers of this type have been used for some years past, and photographs of yachts carrying such sails have appeared in the yachting press. In the case of the small spinnakers commonly used on model yachts, the holes will do little, if any, good. Under the new regulations it is permissible to sheet the spinnaker round the forestay, and a large or enveloping spinnaker may now be carried. Such a spinnaker might have a row of holes, say five of an inch diameter, down the meridian ridge. Mr. Brown has made a sail of this kind for one of my models, and I may be able to report cn it later on. Balloon jibs and similar fancy sails work well enough on the wide open waters. but on tree-infested ponds they do not get a chance. Yours faithfully, J. AS. THIMBLES FOR MODEL SHIP RIGGING. Sir, Can any reader tell me where model rigging thimbles from }-inch to }-inch are obtainable ? Yours faithfully, W. H. BAUER. 237, Goldhawk Road, London, W.12. THE FORE TRIANGLE. as ~ ers a ee =o Sir, The personal experience of your Scottish Correspondent with the sail plans of his own models may have been unfortunate, but his paragraph as a whole exaggerates the positions. Jibs of Scottish models tend to be on the small side. A few quite successful models have appeared with narrow jibs with a hoist of about 75 per cent. of the allowed height of sail plan. Such models appear to cause trouble to competitors in the preceding (not the following) pairs. Actually, there is no unmeasured sail in the fore triangle, as a properly cut jib does not occupy more than 85 per cent. of that triangle. Yours faithfully. * EXPERTO CREDE.” Surely Mr. Sam Berge has written in haste. Real 6-metre yachts of the fin and skeg type have been built and raced on the Solent and Clyde, and I understand that one is about to be built in the West Indies. Yachts of this type may not have been outstand- ing successes in the recent past (one of them was a designer’s first attempt in a very hot class), but it would be rash to prophesy for the future. In any case, the L.Y.R.U. rule permits the fin and skeg, although the scantling regulations may bear hard on it, and any model complying with the rule is a Model Yacht. The prohibitionist attitude, whether against fins. or high jibs, is, in my opinion, untenable. Having a fin keel 6-metres and a new full kee] 12-metres model, I hope to gain experience of both types at first hand. Yours faithfully, ‘*GLASGOVIAN.” WIRELESS CONTROL FOR MODEL POWER BOATS. Sir, I was very much interested in the Correspondence that appeared in THE MODEL YACHTSMAN last year on this subject, especially in the letter published in your September issue from Mr. Edgar T. Westbury referring to experiments he was making with a view to bringing wireless control of model power-boats into being, and I should be glad to know whether Mr. Westbury has brought this to fruition. If so, will details of the apparatus used be available for publication ? A point that occurs to me is besides the control gear aboard the boat, what shore station equipis required ?. Also would any licence be required to operate such a miniature transmitting station ? Full information would be much esteemed by one who in electrical and wireless matters at all events, must sign himself A BEGINNER. 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