The Model Yachtsman: Volume 4, Number 6 – September 1931

VOL. 4. NO. 6. THE SEPTEMBER, MARINE MODEL. 1931 MAGAZINE Model Yachts | Model Power Boats and Steamers Model Ships Special “Exhibition Sumber PRICE NINEPENCE GOLDEN GT. HOUSE, PULTENEY. STREET, LONDON, | W.1I. September 1931 The “BOND’S, Model “cm | nas Yachtsman. A Bond’s | CORRESPONDENCE New WANTED “ly sg Carbur- 7 VA ettor. WITH AGE, Z J PERSON ABOUT INTERESTED IN 20 YEARS MODEL OF SAILING YACHTS, PREFERABLY INTERNATIONAL —i 6 METER OR 42INS. OVERALL CLASSES. CORRESPONDENCE MUST BE IN ENGLISH The diagram shows a section through the carburettor and the principal on which its success has been achieved. The float chamber is of large capacity, which overcomes the common fault of engine starvation. The petrol passes through to the variable main jet, which is of the submerged OR FRENCH. ADDRESS: type, and thence through the diffuser jet, which is also needle controlled, thus simplifying tuning up. This carburettor also gives you perfect slow running and instant acceleration. ROBT. EASTBURN, 1708, BROOM STREET, The castings are all aluminium and weigh only 9ozs. complete. ‘The inlet pipe flange has been cast so that the pipe can be cut to different lengths, thus making it suitable WILMINGTON DELAWARE, U.S.A. for any type of engine. A finished AMAL float is included in the set, together with all screws, rodding and a full-size drawing. Price, complete set of Castings, 11/6. Finished Carburettor, 35/Carriage Paid in U.K. The New 1951 Catalogue now ready. 6d., post free. Bond’s O’ Euston Road, Ltd., 254, EUSTON ROAD, LONDON, N.W.1. Phone;: MUSEUM 7137 j . J “s f AY Model Yachting Association Please by note Clubs that and M.Y.A. during ‘* Subscriptions paid Individuals joining the the remainder of 1931 Ship Model Makers’ Club will carry them through 1932. INTERNATIONAL Founded by Scoring Books. Capt. E. Armitage McCann These can now be purchased from the With an Official Magazine M.Y.A. and i Stiff covers, 54 printed to take 14 pages, ruled THE Competitors SHIPMODELER Beautifully Illustrated on a page. Price 1/6 each, postage 14d. Specimen leaf will be sent if required Informative on receipt of stamped addressed envelope, 4d. stamp. Interesting Annual Subscription including Magazine and Certificate, $2.75 (11/6). Full particulars free. C. N. FORGE, Hon. Secretary. Ship Model Makers’ Club, 151, LicHFIELD GRovE, 55a, Middagh Street, FINCHLEY, ‘S Lonpon, N.S. y, Brooklyn Heights, N.Y. \. In replying to Advertisers, please mention THE MODEL YACHTSMAN. THE MODEL AYACHTSMAN fy Fain THE Vol. 4. MARINE MODEL MAGAZINE SEPTEMBER, 1931. No. 6. THE MODEL YACHTING GOSPORT British Empire Championship NCE more the Model Yachting Association’s Grand Regatta is over, and once more the British Empire has successfully endured the test of foreign competition in the World Championship and emerged victorious. This year the events staged during the Regatta consisted of the British Empire Championship, the World Championship (in which the winner of the Empire Championship had the honour of upholding British prestige against the best the world could ASSOCIATION’S REGATTA. and World Championship Races. difficult to keep on the course. The success of the British and Belgian yachts on the first two days must be entirely ascribed to their sailing a better course than their American and French rivals. Their fall from grace in the morning and early afternoon of the third day must be put down to lack of speed in light paltry winds. Directly it freshened again they started to do_ better. Actually the wind freshened at a most critical time for the British yacht when the American boat was send to meet us) and an International Open Water having matters all her own way and overhauling Race. her fast. Under It was a great pity that whereas the British Empire Championship was sailed in winds that varied from half a gale to a smart wholesail breeze and all blowing dead down the course, the World Championship was mainly carried through in tricky shifting reaching winds and what little windward work there was fell on a day when the wind was paltry. What we were really surprised at was that under prevailing conditions which were all in her favour, the American yacht did not do far better. In reaching winds and paltry airs she showed herself to have the legs of all the competitors. The French boat also showed great speed in reaching, but was the present system the British repre- sentative is selected automatically as the winning of the Empire Championship carries with it the responsibility of representing the Empire in the World Championship. The British races are held over a period of four days, and the World Cham- pionship starts on the second day after they terminate. Now it is against all probabilities that the weather will continue practically unchanged over a period of nine or ten days. Therefore, if the British Empire. Races are-sailed’in a heavy wind, it is more than likely that paltry winds will prevail during the World Championship or vice versa. Similarly the direction is more than likely to be 102 The Model From Bonnie Scotland. Yachtsman. September 1931 proving that it really is possible to wrest the cup from British soil. Finally it would give us a good shake-up in this country, and by preventing us to increased effort, experiment and progress. == And after all this, may we tender our very hearty ee a taking things too much for granted, act as a spur eS ee congratulations to the winner. If ever a man deserved to win, it is Tom Willey. For year after year he has tried, always in the running, and now oS success has =e — another crowned competitor his in efforts. the Yet there was World Championship who has made repeated efforts to lift that cup, and This year makes the we refer to Mr. John Black. fourth time he has run second—one year he missed it by a single point—and this year he would have stood a good chance had the wind not freshened on the last day. He has had tough luck and the good sportsmanship with which he has taken his defeats does him as much credit as if he had won the Cham7 pionship. Well, if hard trying and clean sailing deserved the Cup, Willey and Black would each have a handle to take home with them ! a Once more hearty congratulations to Mr. Willey, ——_* and to Mr. Black best wishes for his success on his next attempt. = From Ulster. I a a ee > “LADY JEAN,’’ (Messrs. Hutchinson and Legéett. entirely different, and if the British Races are sailed in winds that give plenty of windward work, the World Championship event will probably take place in reaching winds. Accordingly it would seem that by our system of selection we almost ensure the Empire being represented by a boat that has been selected by racing under totally different conditions to that under which she faces the supreme test. Again it would seem that at this time of year Gosport is usually favoured with plenty of wind so that it is a good gamble that for quite a portion of the Regatta a hard weather boat that is good to windward will have the best of things. oe Although the World Championship still remains in British hands we frankly admit that for the benefit of the sport it would not be at all a bad thing if the Cup and title went abroad for a bit. Undoubtedly it would be a great stimulus to the sport in the country that won the title. Secondly it would be an encouragement to those other foreign countries which have not yet won the cup by “SIX COUNTIES,” (J. J. Beasant). September 1931 The Model Yachtsman. THE BRITISH EMPIRE CHAMPIONSHIP. 103 DOMINION BRITISH COMPETITORS EMPIRE In anticipation of the British Empire Championship a magnificent fleet of A-class models assembled at Gosport. In all there were 33 entries but six boats were scratched. Amongst the scratched boats was “ Albion ”’ (L. F. Rudd, Y.M. 6-m. O.A.), winner of the British and International Races of 1929 and 1930, and “Rhythm” (P. J. Levy, South London M.Y.C.), a new boat, sister to “Cresset,’’ designed by Eng. Captain A. Turner, R.N., that won this year’s Bradford Cup Race. Other scratchings were “ Ruby ” (Major T. B. C. Piggott, Y.M. 6-m. O.A.), “The Limit ” (Dr. J. M. Pooley, Y.M. 6-m. O.A.), A Welsh Competitor. ‘““MISS VANCOUVER,”’ From Canada. “CRESSET,’’ with Captain A. Turner (her designer), and Mr. Len Smart (builder and owner). “Harmony” (J. T. Jenkins, Bristol M.Y.C.), and ** Carina” (G. Meynell, Y.M. 6-m. O.A.). Of these, “Ruby” is a double-skinned boat designed and built by her owner; ‘The Limit” is Mr. Reg. Lance’s old boat, “Harmony” has previously sailed in Gosport Regattas, and ‘‘ Carina” is a new boat, being an enlarged edition of Mr. I. G. Felt- well’s well-known ‘* Pat.” IN CHAMPIONSHIP. ‘““MISS SOUTH AFRICA,”’ From Durban. =< IT Tore IES SP 104 The —— —~=- Model Amongst the new boats, there were three capital models from the board of Mr. Reg. Lance, who was responsible for THE MODEL YACHTSMAN designs, ““Onward”’ (A-class) and ** Progress” (6-m). These were * Florinda’’ (W. Baker, Gosport M.Y.C.), a pretty model at her best in light weather, “‘ Caprice” (R. Lance, Gosport M.Y.C.), a good all-round craft, and ** Marynthea *’ (A. Jones, . Gosport M.Y.C.) which is probably the best of the three. * Dawn” (W. H. Davey, Bournville M.Y.C.) is a beautiful boat, one of the longest boats produced under the rule, a very fast and able craft. Her position in the score sheet by no means flatters her, and we hope to see her do better on future occasions. Racing on Monday, July 27th, was started at 9.30 a.m. by the Lady Mayoress of Gosport, Mrs. fead, daughter of the Mayor, Councillor C. E. Davis, J.P. The first pair away was “ Dawn” and ** Marynthea.” There was a heavy S8.W. wind blowing dead down the lake, and giving a run and a beat. Many competitors carried second and even third suits. Of those carrying full saii, most looked overpowered. About an hour and a half after the start the first of a series of furious rain squalls drenched officials and competitors to the skin. For a short while after this downpour the wind eased, but it was soon Daniels flyer. began to show up prominently, and during the day’s She is unmistakably Daniels in every She is some- what finer lined than ** Albion,’ and should have greater potential speed off the wind. The Canadian boat. ** Miss Vancouver,’ proved a In the prevailing conditions certain boats soon sailing ‘‘ Marynthea’”’ did not lose a single board, her score being 35 out of a possible 35 as her bye fell early in the proceedings. “‘ Herald” and ‘**Tolanda’”’ also scored 35, but each of them lost a beat andarun. ** Miss South Atrica,’’ which seems indicate as she had an unhappy facility for losing greatly improved by her alterations, “* Vi.” sister to the ** Twins,’’ whose birth was related in THE MODEL YACHTSMAN, and “ Cresset ’’ were not far behind with 31. whilst “Caprice,” and “Shannon” each notched 30, “ Marion” 29 and boards by a narrow margin, and the same can be * Dawn ” 28, disappointment. Though at times she showed a good turn of speed, she was not well-balanced enough for pond sailing. The Scottish boat ** Lady Jean ’”’ was a great deal better than her score would said for the Irish *‘ Six Counties.” The greatest novelty introduced at the meeting was ** Penelope’s”’ tapered steel mast. This weighed eeee just 12 oz. and showed a great saving in windage over hollow wooden spars. blowing again as hard as ever. line and quite one of the most beautiful craft her este September 1931 Another prominent newcomer was, of course, ** Herald’ (O. Gosnell, Y.M. 6-m. O.A.), the new celebrated designer has turned out. ear Yachtsman. —= The weather conditions on the second day, Tuesday, July 28th, were much more favourable. There was still a hard S.W. wind dead down the Competitors from Birkenhead. From Eastbourne. ‘*VI’’ closehauled. 105 The Model Yachtsman. September 1931 From Surbiton. ‘*HERALD,”’ the new Daniels yacht. From Birmingham. ‘“DAWN”’ going through it. This photo gives a good idea of the seas encountered by the boats during the heavy weather at Gosport. 106 The Model lake, but happily there was no rain. There was a considerable popple at the leeward end of the lake which tested the boat’s capabilities, and it was interesting to note their action in the chop. We noticed “Dawn” in particular working out to windward slicing through the short broken seas almost as if she were in smooth water, but many of the less powerful boats seemed stunned. The feature of the morning’s sailing, however, was the marvellous performance of *‘* Shannon.” This model is one of the earlier boats built under the rule and smaller than the later ones, but her skipper sailed her with excellent judgment. She continued to score throughout the afternoon also, and was top scorer on the day. ‘** Hermione ” did not show her best form in the morning, but in the afternoon sailed some wonderful weather boards, and down wind she ran remarkably well. Yachtsman. September 1931 Early in the afternoon the Scottish boat, which had a jointed mast, broke her topmast, but a quick repair enabled her to sail in the next board which she won. The position at the close of the day’s sailing was ** Herald ’’ 67, ““Shannon”’ 64, ‘‘ Marynthea”’ 63, ** Tolanda *’ 57, ** Miss South Africa ’’ 57, “‘ Caprice ” 57, ‘** Hermione ” 55, *‘ Dawn’ 55, ** Cresset ’”’ 54. It should be noted, however, that the only one of the leaders that had had her bye was “ Marynthea,” so that she had actually dropped less points than any of her rivals. The third day of the racing, Wednesday, July 29th, the wind was far lighter, and not quite dead down the pond so that some of the closer winded boats occasionally almost laid the course. Under these circumstances “* Twinkle’? put up a remarkable performance, scoring 38 points out of a possible 40 for the day. ‘*‘ Hermione” also did very well and made 35 points. ** Penelope,” the Norwich entry, is a very pretty little boat but too light displacement under the rule. Nevertheless her skipper got her going capitally. “Twinkle” did well during the morning but fell off during the afternoon. Amongst the leaders a struggle for supremacy developed, and it was very evident that the winner of the Empire Championship would not have any easy victory. After lunch the wind hardened slightly, but about three o’clock it commenced to ease and there was no more than a nice whole-sail breeze during the last two heats of the day. From Gosport. The Canadian entry, ‘* Miss Vancouver,” showed greatly improved form in the lighter weather and was unlucky not to have scored more. The Durban yacht, ‘* Miss South Africa,” also sailed remarkably well. ‘* Marion’s”’ performance was varied, as at times she showed a nice turn of speed and often took points from the crack boats. When the luncheon interval was taken, “* Maryn- thea *’ was leading with 79 points, “* Herald ** which had now had her bye, lay in second place with 77. ‘*Tolanda ” was also 77, but had not had her bye. **Shannon’”’ was 74, “Caprice” 72, and “ Hermione *’ and ** Miss South Africa ” 70. After lunch the wind backed till it was almost a reach. Then it veered back dead down the pond and hardened to a nice whole-sail breeze. Late in the afternoon it lightened again. The sailing was carried through most expeditiously, and by the end of the day 24 of the 27 rounds were completed including all resails. and ‘ Marynthea” afternoon the During ‘Herald’ met, ‘“‘Marynthea” having the best of the exchanges both ways. Gradually there were remarkable changes in position. “ Marynthea”’ continued to do well, but some of the other leaders fell back whilst “* Hermione,” which had been sailing remarkably well, improved her position board by board until she was at the head of the fleet. At the close of the day “‘ Hermione” with 90 led “ Marynthea’ 89 by a single point. ‘‘Iolanda”’ had 89 also, but was obviously out of the running as she still had her bye to take. ‘‘ Caprice’ was fourth with 86, and other leading scores were “‘ Cresset ” 82, ‘“* Twinkle ” 81, “‘ Herald’ 80, ‘‘ Dawn ’’ 79 and ** Miss South Africa” 78. ‘““MARYNTHEA,” Runner-up in British Empire Championship. There were only three heats left to sail on the last day of the Empire Championship with a possible 15 points to gain. The S.W. breeze was again light. The racing was uneventful and passed off expeditiously. ‘‘ Hermione” eventually ran out the winner with 103 points to “‘ Marynthea’s”’ 99, the third boat being ‘“‘Iolanda” with 97. Other scores were “Herald”? 95, ‘““Twinkle’”’ 93, “‘Cresset”’ September 1931 107 The Model Yachtsman. 92, “‘ Miss South Africa” 90, ‘ Caprice’ 88, and “Dawn” 88. Full list of scores is given below. “ Hermione’s ” victory was a very popular one. Her owner, Mr. Tom Willey, designs, builds and sails his own boats. Since the start of these races he has been a yearly competitor, and his success with ‘‘ Hermione” is the result of persistent endeavour. Built severa] years ago, ** Hermione ” was at first by no means a successful boat. Her owner has experimented with her, making repeated alterations and improvements until he has got her to his liking. She is a long lined, sweet boat and remarkably clean through the water. ‘* Hermione ” is exceptionally close-winded, pointing high and footing fast off wind. She runs fast and truc. She is planked with mahogany. She is a fin-andskeg boat. Her profile is unusual and is clearly shown in the photograph on page 109. In reviewing the race it may be said that the racing in general was of a far higher standard than ever before, and the boats better. This makes “* Hermione’s ”’ success especially meritorious in the face of such keen competition. Moreover, several lessons can be learnt from the results. Every boat that was prominent was really MODEL a normal boat. The varied weather and winds: experienced tested the boats thoroughly. For instance, ‘‘ Twinkle”’ has always been regarded in many quarters as purely a hard-weather boat, yet on a day varying from a light breeze to a moderate whole-sail wind she was top-scorer with 38 out of a possible 40 points. This is a credit to her skipper, who has been sailing less than a year, but it also goes to prove that light weight is not a sine qua non for good light-weather performance. Under the I.M.Y.R.A. formula sail is given for weight varying with the length of waterline, shorter waterlines getting greater sail area. Experience undoubtedly shows that under the rule the most successful boats are 48 or 49 inches waterline, taking either no quarter beam penalty or only a small one, with a displacement in the region of the maximum for the waterline. Further, an absolutely normal boat with a high sailplan undoubtedly pays. The winner’s score of 103 out of a possible 130 points is a percentage of 79} approximately, and by this excellent performance ‘*‘ Hermione’ secured the honour of representing the British Empire in the World’s Model Yachting Championship. YACHTING AT SEVENTY. Photograph by W, M. Carpenter. Messrs. A. J. Hugo, J. J. Beasant and W. Shell. Model yachting is considered a suitable sport for boys whose ages range from seven to seventy, but it is said that rea] enthusiasts start earlier and finish later. The three jolly sailormen above were the oldest competitors at the Gosport Regatta, and all over the seventy mark—hale and hearty—and capable of giving their juniors a good board any day. j . , ‘ i 108 _ SCORE SHEET FOR The Model Yachtsman. September 1931 BRITISH EMPIRE CHAMPIONSHIP. => > 8 23 g&..% 8 S ‘“¢ Hermione ” (Tom e = H. 27 Gosport M.Y.C.) 35-28-26 (A. Jones, ‘“‘ Tolanda ” —…, (W. Portsmouth Shell, & seaM.Y.C.) = . Willey, Y.M.6-m.0.A.) ““Marynthea” = 28 35 13 son, 103 «10-99 © 3 = S = ‘a 3 é N 2 CG a 5s ple: A-class &@ AL Y ae 7 10 Th Beasant, UlsterM.Y.C.) 2 8 “Vale com Royal” Bark, “Six wt (A. J. Mid-Cheshire MYC) South- we Counties ” (J. J. 8 4. 22 … 35 22 32 8 97 nell, Y.M. 6-m.0.A.)… 35 32 13 15 95 Emery, Y.M.6-m.0.A.) 24 19 38 12 93 THE WORLD CHAMPIONSHIP RACES 3Bl 23 28 10 92 Championship were held on August Ist, 3rd and ** Herald ” … Scottish ___ M.Y.C.) = S Jean” (D. Leg“Lady gat & H. W. Hutchin- > > (O. “Twinkle ”’ H. Gos- (W.. “© Cresset”’ R. (Len Smart, Cardiff M.Y.C.) .. “* Miss South Africa” Perrin Cole, (R. wee .. 4th. “Caprice” Gosport (Reg. Lance, M.Y.C.) “*Shannon” … 31 29621 & ee ee * The entrants were ‘ Bostonia IV” (John 28 29 12 90 States), ““ Hortensia IV” (M. de Wachter, Antwerp 9 88 Paris M.Y.C., 30 27 22 29 2 = 88 (H.G. Pyne, Portsmouth rn Black, Rhode Island Miniature Yacht Club, United (W. H. Davey, Bourneville M.Y.C.) … E. Brethour, Vancouver M.Y.C.) This year’s races for the World’s Model Yachting Durban Y.M.C.) “Dawn” “Miss Vancouver” — (E. Belgium), M.Y.C., “Argo France) IV” and (R. Authenac, ‘Hermione’ (Tom Willey, Y.M. 6-m. O.A., British Empire). * Bostonia IV” is the same boat that won the American Selection Races in 1930, but was then South- passed over in favour of ‘*‘ Yankee Doodle II.” sea M.LY.C.) … .. ““Marion” (A. J. Hugo, 30 34 14 3 81 She was again successful this year and was accordingly sent over to represent the States this year. South London M.Y.C.) “Maureen II” (J. Crel- 29 20 22 9 80 ** Bostonia*’ is a long, clean-lined boat, but her ends appear a little drawn out. She should be very 18 25 17 12 72 31 11 14 12) 68 lin, Birkenhead & P.B.C.) _… “Vi” M.Y. .. (F. Borkett, East- bourne M.Y.C.) ** Margherita ” .. (J. Baylis, Gosport M.Y.C.) ** Loyal” (F. Portsmouth B. «ws & Holland, were most excellent. Her skipper, Mr. John Black, is one of America’s most skilful model sailors, and a well-known figure at Gosport. 16 19 26 7 68 20 12 26 8 66 attempt to lift the Cup. We have to congratulate him on his plucky attempts, and must commiserate with hm on his non-success. We would, however, remind him that Mr. T. H. Willey, this year’s winner, has gained the honour on his ninth attempt. We can South- 18 8 19 15 60 10 20 26 — 56 10 27 11 6 54 10 22 21 — 53 1 48 Gost ort M.Y.C.) sme . Fantasia’? (H.C. Rollason, Gosport M.Y.C.) *“Queen Bee” (P. G. R. Bird, Forest Gate fittings She is a Her sails This was Mr. Black’s fourth visit to Gosport in the Crane, sea M.Y.C.)… .. “Penelope”? (W. Pearce Harvey, Norfolk & Norwich M.Y.C.) .““Maureen” (Rev. A. C. assure Mr. Black that however often he tries, he will always receive a very warm welcome, and that when he does lift the Cup, as we feel sure that he will eventua!ly do, we will hand it to him with all good wishes as a good trier and a fine sportsman. Mr. Black’s mate was Mr. O. P. Merrill, one of the crew of *‘ Dorade,” the yacht which was the winner of the Trans-Atlantic Race and Fastnet Races this year. As Mr. Merrill was not able to be present on the first day of the World Championship, Mr. H. G. Pyne ably deputised for him. ; * Nancy ” — 8 2 1D ; Jones, Bristol M.Y.C.) ** Muriel” (Dr. G. S&S. 17 7 14 7 = 465 national Races of 1930. In commenting on the yachts that took part in that event, we said that 10 13 14 3 40 that had ever come to Gosport, and we still see no 8 1b. 7 2. 32 ; : : ; . i M.Y.C.) and Birkenhead M.Y. & P.B.C.) –» ** Florinda ” (W. Baker, fast, especially in light reaching winds. fin-and-skeg boat, bread-and-butter built. (N. Thompson, M.Y.C.) Avery- Gosport oie .. “Margot” (H. E. Lucas, Bristol M.Y.C.) »- * Hortensia IY” was built by her owner from designs by M. G. Heydt, and competed in the Inter- we considered her the best designed foreign entry reason to revise that opinion. At the time of last year’s races, “‘ Hortensia ’’ appeared, however, to be September 193] COMPETITORS The IN THE ** HERMIONE.’’—British Empire. ‘*HORTENSIA IV.’’—Belgium. Model Yachtsman. WORLD CHAMPIONSHIP. “BOSTONIA IV.’’—United States. “ARGO IV.’’—France. 110 The above her proper bearings. Model This year her owner has apparently put her down a trifle and altered the fore-and-aft trim, and she did remarkably well. She is very sweet-lined and round with rather short ends in which the diagonals have been carried to a natural conclusion. She is a fin-and-skeg model and planked with mahogany. ‘ Hortensia”’ was skippered by her owner who had the assistance of Mr. W. H. Emery as mate. * Argo IV ” is really ** Argo III,” but has had her keel altered and the quarters lightened. She is very fast through the water in light winds, particularly in reaching. She is not so good as her competitors on the wind and her quarters appear to be still on the heavy side. She is a fin-and-skeg boat built on the bread-and-butter system, well finished and fitted out. We understand that her owner, who builds and designs his own craft, has already got “Argo V” on the stocks for the 1932 World’s Championship. M. R. Authenac skippered his own boat and hid the assistance of Mr. O. Steinberger races were also attended by M. Sottas, President of the Paris Model Yacht Club, and Mr. Henning Haglind, of Stockholm. Mr. Haglind is well-known as a designer of yachts to the I.Y.R.U. metre classes. and is A-class models. now interesting himself in We are given to understand that there will probably be a Swedish competitor at next round. who lined the banks of the lake all During the forenoon session the British boat was magnificently handled by her skipper and drew away from her rivals. The wind was very tricky and shifted continually, making the sailing most difficult. All the boats at times got up on to the weather shore and lost points thereby. ‘‘ Hermione,” however, gained her points by making better courses than her opponents. Both the American and French boats seemed faster than ‘Hermione’ through the water in the reaching wind so that her success reflects her skipper’s skill. It must be remembered that the Empire Championship was throughout favoured with winds that gave a run and a beat, and no real reaching work. ** Hermione ”’ is a terror running, and one of the best close, going where she looks and footing fast. She is, however, not really a fast boat reaching. A wind that gives a beat and a run certainly provides the best test of a boat’s qualities, but on the other hand a tricky reaching wind is the greatest test of a skipper’s ability. By lunch time the British boat had increased her There was a lightish E.N.E. wind on August Ist when the first heats of the World’s Championship were started by the Mayor of Gosport, Councillor had drawn up somewhat. Scores at lunch time were :—** Hermione’ 64, “‘ Hortensia ”’ 45. ‘* Bos- As the ** Hortensia,”’ whilst both France and the States tonia ” 37, “* Argo” 34. wind gave a beat and a run, the scoring was 3 and 2. After lunch the British boat continued to increase The first pair away was ‘* Hermione” and * Ros- her lead. and at one time was no less than 26 points ahead of ** Hortensia,’’ on whom both the American and the weather board was won by the British boat. ‘* Hortensia’’ and “* Argo” followed and the Belgian boat took the points. On the run back “ Bostonia ” had her revenge on ** Hermione,” whilst ‘‘ Hortensia’’ * Argo.” repeated her success over Towards the end of the heat the wind backed to N.E., giving a reach each way, but it shifted continually throughout the day. From the start the Belgian boat went into the lead, closely followed hy ‘“* Hermione” and “ Bostonia.”” The French boat seemed unable to get going properly, and up to lunch time had failed to score. Lunch scores were :—‘‘ Hortensia” 16, ** Hermione’ 15, “‘ Bostonia”’ 9. After lunch the wind freshened somewhat and the = spectators overnight Jead to 19 points over her nearest rival, tonia,” Weer ee Racing was resumed on Monday, August 3rd, when there was again an E.N.E. wind, but it was much stronger than on the first day. There was brilliant sunshine and the day was very warm. The racing was followed closely by a dense crowd of year’s World Championship. Davis, and the Lady Mayoress, Mrs. Read. British boat passed the Belgian yacht and estab- lished a useful lead. The French boat got going excellently and scored 21 points. ‘‘ Bostonia,” on the other hand, did poorly, and only made 14 points which brought the French boat up to within 2 points of her. and French yachts had drawn up considerably. It looked now as if the Empire representative was in an absolutely unassailable position, but the latter part of the afternoon saw a magnificent effert on the part of the Belgian boat. Sailing splendidly, she rapidly drew up on the leader and at the close of the day’s racing she was only 14 peints behind ‘** Hermione.” ‘* Bostonia’’ dropped back a little, and ‘“ Argo” failed to maintain her form. The closing sceres were :—‘‘ Hermione” 78, “ Hortensia ’’ 64, “‘ Bostonia ” 52, “‘ Argo” 42. When racing started on Tuesday, August 4th, the results seemed almost a foregone conclusion, but the day was to provide a grim struggle and dramatic changes. There was a light N.E. wind giving a beat and a run, and spinnakers were carried down wind. The first board of the session was between ‘‘ Hermione” and “ Bostonia”’ to windward, the latter taking the points. ‘ Hortensia” then beat ‘‘ Argo” to windward. Both ‘“ Bostonia”’ and “ Hortensia”’ repeated their success on the run. = Bi tl ge ee lh eee 4 September 1931 boats to windward that we have ever seen, sailing as mate. The Yachtsman. Sailing throughout was most exciting, and frequently boards were only decided by a matter of inches. The French boat continued to do badly during the forenoon session. Neither ‘“ Hortensia’”’ nor ** Hermione ’’ showed their best form in the light September 193! The Model wind, the Belgian boat only scoring 15, whilst “Hermione ” made 16 out of a possible 30 points before the luncheon interval. During this time, however, the American vacht, well suited by the light Yachtsman. There was a large and highly interested concourse of spectators throughout the racing, which keenly followed every board, and the varying fortunes of the competitors. wind, sailed most consistently and rapidly On two previous occasions the World’s Champion- drew up on the leaders. When the interval was taken she had only dropped five points on the morning’s racing. Scores then were :—‘‘ Hermione’”’ 94, ** Hortensia”’ 81, ‘* Bostonia ’’ 79, ‘* Argo” 46. Soon after the racing recommenced, the wind veered to the South-East, making the starboard tack the long leg. The American skipper continued to sail splendidly, and passing the Belgian yacht rapidly drew to within 7 points of ‘‘ Hermione.” Then for the first time there came a little more weight in the wind, and ‘‘ Hermione” got really going and began to show something of the quality in beating and running which her performances in the 111 British Empire Championship had made us expect of her. Her position then rapidly improved, and at the end of the round, with only three further heats to sail, her position was almost unassailable. She net ‘‘ Bostonia’’ in the first heat of the twelfth and last round of the Championship, and by vanquishing her both ways, extinguished ‘ Bostonia’s ” last hope of victory. In the last boards ** Hermione ” somewhat further improved her position, final scores heing :—‘‘ Hermione” (T. Willey, Y.M. 6-m. O.A.), British Empire, 114; ‘‘ Bostonia ship has provided a closer finish, but it can safely be said that never before has the standard of excellence in both boats and handling been so high, and never before have we had three out of four competitors so evenly matched, fighting every inch of the way for board after board. Even the whipper-in, France, was at all times dangerous and capable of taking points from any of the others. ‘** Hermione’s’”’ victory is, therefcre, most meritorious, whilst no praise can be too high for * Bostonia’s ” gallant effort on the last day. A word of praise must also be given to the mates who so ably assisted their skippers throughout the contest. Empire mated Mr. T. Willey sailed throughout both the Championship by 14 years. Charlie and West, a World Championship voungster of about Before the Regatta young Charles had on one or two occasions turned for members of the Gosport M.Y.C. during practice spins, but he had never sailed or mated in any match whatsoever. He was coached in his duties by his skipper during the Saturday and Surday preceding the Regatta, IV” (J. Black, Rhode Island M.Y.C.), U.S.A., 99; * Hortensia IV ”’ (M. de Wachter, Antwerp M.Y.C.), and throughout behaved with the sangfroid of one Belgium, 92; “ Argo IV” (M. R. Authenac, Paris assuredly proves that the sport is suitable alike for M.Y.C.), France, 55. Adults and Juniors. Well done, Charlie West! This = double his age, ‘*Bostonia IV’’ in a hard slam. 112 The Model Yachtsman ** Bostonia ” was ably mated on the first day by Mr. H. G. Pyne, and on the two last days by Mr. O. P. Merrill of New York. Mr. W. Emery and Mr. Steinberger mated for the Belgian and French yachts respectively. SHEET FOR WORLD a.m. P.M. a.m. p.m. a.m. 16 26 22 14 16 Total 20 114 TO THE OFFICER OFFICIALS. 9 14 14 17 25 20 = 99 15 19 11 21 15 11 92 (M. de WachAntwerp M.Y.C.), “Argo IV” (R. Racing through the Regatta was under the able control of Captain W. F. Lazell as Officer of the Day, with Mr. W. Carpenter, of Birkenhead as Assistant 0.0.D. Commander Behenna, Messrs. Arberry and Cuthbert Paine acted as Umpires ; Messrs. Reid, Whetstone and Foster as Starters, and Mr. Lake as Score Steward. The International Council of the I.M.Y.R.A. sent Authenac, Paris M.Y.C.) France .- APPRECIATION OF THE DAY AND REGATTA Island Belgium… 22 mins. 46 secs. ; *‘ Cresset,’’ 27 mins. 35 secs. 3rd Race.—Triangular Course, 4 mile to each leg. Start 12.30 p.m. Times taken :—‘‘ Bostonia IV,” prize was also given by Mr. W. Carpenter, ot Birkenhead. ** Hortensia IV ” ter, Start IV,” A special Cup was sent over from the States by the M.Y.R.A. of North America, and a special Surbiton), M.Y.C.), United States Run Start IV,” 33 mins. 10 secs. ; ** Cresset *’ not timed in. p.m. (T. H. Willey, Y.M. 6-m. O.A. Rhode lst Race.—} mile to windward and return. out over the tide, beat home with the tide. 10.14 a.m. Times taken :—‘‘ Bostonia 2nd Race.-—Same course and conditions. 11.20 a.m. Times taken :—‘* Bostonia “* Hermione ”’ British Empire ** Bostonia IV” (John Black, The races were held off the Haslar Wall on August 5th. There was-a light N.E. wind and it was inclined to be hazy. 27 mins. 15 secs. ; *‘ Cresset,’’ 29 mins. 35 secs. RACES. Monday Saturday CHAMPIONSHIP Tuesday SCORE September 1931 a letter of hearty thanks to Captain Lazell and the Race Officials for their services, and the excellent — 21 18 8 4 9 55 manner in which the Regatta had been conducted throughout. THE OPEN WATER RACES. When entering for the World’s Championship the M.Y.R.A. of North America challenged all and sundry, especially the Model Yachting Association, to meet the American representative in a series of three Open Water Races. Although this challenge was accepted, it was a matter of great difficulty to In the first place owing to tides, arrange for this. there is really no suitable place in the vicinity of Gosport where such races can be held. As it happened a perfect day with the lightest of off-shore breezes was provided by the weather-clerk, and conditions that might not occur again for twenty years permitted the races to be carried out without any difficulty. Another trouble was that there is hardly any open water sailing in this country, and there were no special skiffs available. However, by dint of tremendous efforts of the part of the M.Y.A. Regatta Committee, some skiffs that answered the purpose were found. Mr. Len Smart of Cardiff was nominated by the M.Y.A. to meet Mr. John Black, as he was better acquainted with the art of sailing from a skiff than any of our other skippers, but his boat ‘‘ Cresset ” does not excel at ghosting, and “ Bostonia IV” won all the races with the utmost ease in the light wind that prevailed. THE SOCIAL SIDE OF GOSPORT REGATTA. On the evening of July 30th, the Mcdel Yachting Association held its Annual Smoking Concert at the Crown Hotel, Gosport. The function was attended by a very large assembly of model yachtsmen and The chair was taken by Alderman their triends. E. W. Lapthorn, J.P., who was supported by officials of the M.Y.A. The guests of honour were the Mayor of Gosport, Councillor Davis and the Mayoress, Mrs. Reed, Mr. John Black (U.S.A.). M. Sottas and M. R. Authenac (France), M. de Wachter (Belgium), and the British Empire representative, Mr. Tom Willey. During the evening Alderman Lapthorn entertained the company with a witty speech and the Mayoress very charmingly presented the British Empire Championship Cup and prizes to the various winners. Generally these functions are overburdened with speech-making, but on this occasion possibly those responsible for .he drafting of the programme erred on the other side, and we feel sure that many of the model yachtsmen present would like to have heard something from the officers of the M.Y.A. as to the general progress of the sport. The Model The musical part of the programme was provided by the same concert party as last year. As the landlord of the Crown Hotel had omitted to apply for an extension until eleven o’clock, che evening was brought to a premature conclusion at 10 p.m. On Saturday, August Ist, the Mayor of Gosport entertained World’s the Model international Yachting competitors Championship in the and the Officials or the Model Yachting Association at a Dinner held at the Crown Hotel, Gosport. The Chair was taken by His Worship the Mayor, who during the evening proposed the health of the foreign competitors in acapital speech. In _ replying, Mr. John Black proposed the health of the British Empire Representative, Mr. Tom Willey. The other usual toasts were duly proposed and honoured. During the evening Mr. W. Carpenter of Birkenhead, on behalf of the visitors presented the Mayoress with a silver cigarette case. A witty speech was made by Father Besant who is home on leave from Barbados. He described model yachting as one of the amiable torms of lunacy that distinguishes thinking man from the unthinking beast. As the Reverend Father had himself come some thousands of miles to Gosport to witness the great carnival of this particular madness, we cannot think that he was really serious ! The hit of the evening was, however, made by Mr. J. J. Beasant, trom Ulster, designer, builder and owner cf the “ Six Counties,” who at the age of 74 (thanks to model yachting) is still fit and hearty and though the oldest competitor, able to sprint round the lake with the best. functions, Mr. Beasant gave us his impressions of a first visit to the Gosport Regatta, and warned us that in a-year’s time he would be back with a new vacht w hich would give the English skippers something to think about ! GOSPORT REGATTA FUND. As usual, the Model Yachting Association raised a special fund to defray the expenses of the RegattaContributions to this were as follows :—J. Herbert Scrutton, Esq., £10 10s. ; Anon, £5; I. G. Feltwell, Esq., £3 3s.; R. A. Leckie, Esq., £3; Gosport Council of Commerce, £3; Birkenhead bat £2 1ls.; W. M. Carpenter, Esq., £2 2s.; P. A. Watney. Esq., £2 2s.; Surbiton M.Y.C., ‘eo 2s. ; N. Avery Jones, Esq., £22s.; W. J. Creasy. Esq., 2 2s.; Wm. Hutchinson, Esq., £2; Anon, £2; P. LeFlufy, Esq., £1 1s.; Chas. Denness, Esq., £1 1s.; Fleetwood M.Y.C., £1 1s.; Alderman E. W. Lapthorn, J.P., £1; James Read, Esq., £1; Admiral D. F. Gillett, C.B., £1; Pay Lt.-Cdr. W. F. Behenna, R.N., £1; H. Gosnell, Esq., £1 ; G. Cuthbert Paine, Esq., 10s.; Stewart Martin, 7s. 6d.; J. A. Alexander, 6s.; W. R. Emery, 5s.; Stanley Preston, 5s.; R. C. Drego, 5s.; C. Drown, 5s.; H. Garland, 5s.; H. J. Brent, 5s. : A. Sharp, 5s.: R. H. Brock, 5s.; A. J. Child, 5s. ; Total, £53 5s. 6d. The Model Yachting Association begs to tender its best thanks to all those whose generous support enabled the Regatta to be successfully carried out. H. C. WHETSTONE, In the most amusing speech which we have ever heard at one of these 113 Yachtsman. th September 1931 Hon. Secretary, Model Yachting Association. John Black and ‘‘Bostonia IV’’ waiting for “Cresset” to come aboard the launch that conveyed the competitors to the venue of the Open Water Races. ae ~ we) ere 114 The Se oe a Oe DIMENSIONS OF Model INTERNATIONAL COMPETITORS. As a matter of interest we are enabled by kind permission of the owners to publish the principal dimensions of the International Competitors. ** Hermione.”’—Designed and built by her owner, Mr. H. T. Willey (Y.M. 6-m. O0.A.). L.O.A., 73.85 ins; oh een ee Pret 6-8 wr © — et ne en Sebi be —=* L.W.L., 47.6 ins. ; Q.B.L., 47.07 ins. ; Q.B. Penalty 0.89 ins.; Beam on L.W.L., 13.92 ins.; Displace- ment, 41.2 Ibs.; S.A. 1,796.83 sq. ins.; Draught, 10.92 ins. ; Rating, 39.25 ins. * Bostonia IV.”’—Designed John (Rhode built her Y.C.). L.O.A., 76 ins. : L.W.L. 46.63 ins. ; Q.B.L., Penalty, Island by Mr. 46.69 ins.; Q.B. Black and owner, Nil; Miniature Beam on L.W.L.. 13.75 ins. ; Displacement, 43.6 Ibs. ; Draught, 10.7 ins. ; 8.A., 1,814 sq. ins. ; Rating, 38.65 ins. “ Hortensia IV.’—Designed by M. G. Heyds, built by owner, M. O. de Wachter (Antwerp M.Y.C.)- L.O.A., 73 ins. ; L.W.L. 47.47 ins. ; Q.B.L. 45.25 ins. Q.B. Penalty, .06 ins. ; Beam on L.W.L. 13.65 ins. ; Displacement, 40.89 S.A., 1,747 sq. ins. ; Ibs.; Draught, 10.87 ins. ; Rating, 38.65 ins. * Argo IV.”—Designed and built by her owner, M. R. Authenac (Paris M.Y.C.). L.O.A., 71.75 ins.: L.W.L., 48.5 ins. ; Q.B.L. 54 ins. ; (.B. Pen- alty, Nil: Beam on L.W.L., 12.40 ins.; Displace- ment. 38 lbs. ; Draught, 10.9 ins. ; Rating, 38.68 ins. NEWS OF THE GOSPORT REGATTA. The Regatta at Gosport this year attracted more publie interest than ever before. The Morning Yachtsman. September 1931 EDITORIAL. We have to announce with regret the retirement ot Mr. A. I. Child trom our Staff. Since the inception of THE MODEL YACHTSMAN, Mr. Child has ably filled the arduous post of Advertising Editor to the magazine. Mr. Child is, however, now building boats professionally, and under the circumstances he has considered it best to withdraw from the staff of the paper. Whilst regretting this we feel that undoubtedly Mr. Child is right in his decision, and we wish him the best of luck in the model building profession. In passing we may draw attention to his advertisement appearing in this number. Readers placing orders with him for any class of model can be assured of a good job at a reasonable price. The present number is our Special Exhibition Number, and contains amongst other things a long illustrated account of the Gosport Regatta. As these matters are dealt with elsewhere in this number we will refrain from commenting on the British Empire Championship and International Championship Races here. One thing, however, must be mentioned and that is the distances from which spectators came, men making the journey from Birkenhead, Fleetwood. Glasgow, Dublin, Cardiff and elsewhere specially to witness the sailing. Those who made the trip were well rewarded by witnessing some of the finest racing imaginable. Undoubtedly a Regatta such as this is a great attraction that cannot fail to bring visitors from near and far. Post published daily reports of the racing, and these also appeared in other London Dailies. Abroad and in the Dominions the racing was reported in some of the leading papers. In Montreal the’paper gave the results of the racing. af — KS opr SS ys Ss ee —— na – = z \>~ = ead === = – ITEMS OF INTEREST. Mr. O. P. Merrill, who was Mr. Black’s mate in the World Championship Races at Gosport, was one of the crew of the yawl, ~* Dorade,”’ which won this She also won the summer’s Transatlantic Race. Ocean Cruising Club’s Fastnet Race during terribly bad weather. During this race Colonel Hudson was swept overboard and drowned from “‘ Maitenes [T,”” Commander Luard’s well-known yacht. Mr. Vernon Dawson, the well-known Bradford model yachtsman, is also a very enthusiastic yachtsman. During a race on August 8th, his yacht ** Atalanta ’’ was driven ashore in a gale at Robin Hood’s Bay. She became a total wreck, but her crew were fortunately rescued by a London bound collier. We commiserate with Mr. Dawson on the loss of his boat, but are happy to record that there was no loss of life. The Dumbarton Weed-Cutter. The revolving scythe blades under the boat’s stern can be plainly seen in the above photo. See page 69, July issue. ae Model Yachtsman. Llo Ce a a The petZ‘ as| —_— Ksspdlg ee Ns September 193] i.M.¥.R.A TP Gosport, at the Crown | would thus be only 3”, which on a 26-” boom would 1” deep. The penalty incurred Hotel, Gosport, on July 3lst and August 2nd. National Representatives present were :— advantage MM. Sottas and Authenac (France), M. de Wachter should outweigh this slight loss, and the delegates (Belgium), Messrs. John decided accordingly to leave the rule unaltered. The Black and O. P. Merrill mean 18 sq. ins. This is so small that if there is any in this style of boom the advantage (U. S. A.), and Messrs. J. G. Feltwell and H. B. Tucker (Britain). The chair was taken by Mr. John Black. After the usual routine business had been transacted, the issued as follows :—There is no restriction on the use arrangements for this year’s World Championship of Bipod Masts, but in such cases the mainsail is were discussed and measured to the actual tack of the sail, and the point unanimously selected as Officer of the Day. and asked to appoint his own assistants. The first question under discussion was the question of the formation of a Power-Boat Branch to the I.M.Y.R.A. After a considerable discussion, it was agreed that the best course would be to form an entirely separate International Model Power Boat where the luff-line of the mainsail cuts the deck is to be considered as being the spot to which the fore triangle base and hoist are measured. Jib Hoist is not restricted under the rule, and the delegates were not in favour of imposing any restrictions. Likewise the delegates were not in favour of restricting the proportion of total displacement Racing that may be put into the Icad keel. The Captain French, Lazell is an instruction to measurers which was accordingly was Association. agreed. Bipod Masts were then considered, and it was decided that all that was required in this connection Belgian and American representatives signified that their coun- The next two deeisions are of some importance as tries would wish to be represented in this. The British representatives pointed out that the British Authority for sailing is the M.Y.A., which has no interest in power boat racing, but that the Model Power Boat Association was the British National Authority for power boats, and said that they understood that the M.P.B.A. would wish to take part in the formation of the new I.M.P.B.R.A. The decision was then taken that subject to the confirma- one involves a change of rule whilst the other settles a point that has long heen the cause of discussion. The rule hitherto has not restricted the amount of tumble-home, but the delegates ruled that this shall be restricted to 2} per cent. of the L.W.L. beam on either side. This requires confirmation by the nations concerned, and in any case cannot be put into force until three years’ notice has been given. The question of passing a spinnaker sheet round tion of the M.P.B.A. the first meeting of the newly the forestay was discussed. This is net prohibited by constituted I.M.P.B.R.A. should be held at Victoria Park in September in connection with the M.P.B.A. Grand Regatta. rule, and the question was therefore merely whether so setting the sail can he deemed to increase the measured area of the fore-triangle. The spinnaker The I.M.Y.R.A. then sent a hearty message of is measured from the deck to the halliard and along good wishes to the I.M.P.B.R.A., from sailing men to their power-boat confréres. The next questions discussed concerned the A- the boom to the tack. Nothing is said about the clew of the sail, and neither the hoist or measured foot are increase whether the clew is passed round class formula. The American proposal to amend the system of spar measurement so as to admit the the forestay or not. The delegates, therefore, ruled that the spinnaker may be led outside the forestay use of spars other than round, including the Burgess if desired, but that no outrigger or other contrivance boom was discussed at length. The British delegates put forward the suggestion that if spars other must be used to extend the sheet. Also that the spinnaker boom may not be set ahaft the mast. than round were permitted, a limit of 1” in any The density of sea water for measurement was direction should be imposed. It was then pointed out that whilst there was no prohibition, spars other than round were measured to their centres. For example, if it was desired to use a Burgess boom fixed at 64 lbs. to the cubic foot, and it was decided that differences in density owing to temperature were so slight that they could safely be ignoreed in the measurement of a model yacht. ee el at this more than ee ee Races 2” across the ton, it would not be necessary to make | > Championship | ————eEeEeEeEeEeEeeEeEeEeEeEeeeeee The International Council of the IL.M.Y.R.A. had its Annual] Meeting in connection with the World —_— ee _—— ee ree The Model Yachtsman. 116 THE TEA CLIPPER ‘‘FIERY CROSS.” By Dick DEADEYE. Just a year ago I published in the columns of THE MODEL YACHTSMAN the lines and sailplan of the clipper ship, “‘ Lightning.” The great American authority in clipper ships, Mr. G. B. Douglas, cast some doubts on the accuracy of these, particularly the sailplan. As was pointed out at the time the sailplans of the clipper ships seldom remained long as originally designed by their-builders. When the captains took them over they frequently found that certain changes were desirable— either the ship wanted more sail or less, or her balance was not quite right—moreover the captains often had some special sails or gadgets that they wanted. Consequently considerable changes often occurred, even during the palmy days of the clippers. Such of these gallant old ships as survived to a later era were often considerably cut down in their sail- spreads—barques became ships, single topsail ships became double topsai]l ships—and similar changes were made for economy in running. I am indebted to Mr. Gilbert G. Floyd for the privilege of publishing the sailplan of the teaclipper ‘Fiery Cross,” which appears herewith. Mr. Floyd’s uncle was at one time captain of this ship, and this sailplan was found in a bag of charts amongst his effects. He was not in command of her when she took part in the celebrated Tea Race, as he died during his second voyage in command. Recalling the facts of the great Tea Race, it was originally arranged that nine clippers should sail in company from the Pagoda Anchorage at FooChow at as nearly the same date as possible, but only five of these were able to make a race of it. These were the “Fiery Cross,” ** Serica,” “‘ Ariel,” and ** Taitsing.” “* Taeping,” For the first 400 miles or so the race was neck and neck. After being becalmed, ‘* Fiery Cross ” was the first to find the S.E. monsoon, and all of them carried the trades to Mauritius. When the ships passed the Cape of Good Hope, ** Fiery Cross ” was a day ahead with the other four close together behind her. Then * Fiery Cross’? encountered a calm patch, and “* Ariel’’ passed her and went to the fore. It is remarkable that during the race some of the vessels were for days within signalling distance of each other. Gradually, however, the ships got a little more separated, but on September 5th, two of them sighted each other booming along toward the Lizard. Both ships were being driven hard with every stitch of sail set, and doing a good 15 nots. These proved to be the * Ariel”’ and “’Taeping,” and side by side they raced up the Channel, both being off the Dungeness pilot station at three o’clock the next morning. As it is only 22 miles from here to Dover, and the race ended in the Downs, the finish was a thrilling one. It ended at eight o’clock off Deal, where the ‘** Ariel ’’ was the winner by a matter of eight minutes after a race lasting 16,000 miles. The ‘* Serica’ passed Dover September 1931 only four hours behind them, and the three ships docked in London on the same tide, having made the passage from Foo-Chow in 99 days. The “ Taitsing” and ** Fiery Cross” arrived two days later, and the five captains all dined together at the Ship and Turtle Tavern in Leadenhall Street. ** Fiery Cross ’’ was a wooden ship built in 1860 by Challoner’s of Liverpool, from Rennie’s designs. Her registered tonnage was 669, and she had a gross tonnage of 695 tons. Her dimensions were :— Length Between Perpendiculars, 185’; Beam, 31’ 7” ; Depth, 19’ 2”. When she first came out, “ Fiery Cross’ was rigged as a ship with patent reefing topsails, single topgallants and royals. She was owned by J. Campbell, of Glasgow. In 1876 she was sold to J. Morrison & Co., London, and in 1879 to G. P. Addison, London. She was then sold to G. Gilbody, London, and converted into a barque. In 1887 she was again sold to Fredrikstad, Norway, and renamed the “ Ellen Lines.” In 1889 she was towed into Sheerness afire with a cargo of coal, and sunk in one of the creeks of the Medway. ‘Fiery Cross *’ was a beautiful ship, and she was four times the winner of the China Tea Race, 1861, 1862, 1863 and 1865. It is interesting to note that in one of the tract charts which were in the bag along with this sailplan, runs of as much as 365 miles a day are logged across the Indian Ocean. THE ‘“‘ARCHIBALD RUSSELL.”’ The “ Archibald Russell ” is a remarkable vessel. She was the last ship built for Messrs. Haride and Company. and also the last square-rigger built in Britain for British owners. She is still afloat to-day, being owned by Finnish owners, and is probably one of the finest remaining windjammers. In May last she discharged 4,000 tons of grain from Australia in Victoria Docks. Her dimensions are :—Tonnage, 2,385; Length B.P., 291.4’; Beam, 43.2’; Depth, 24.1’. She was built by Messrs. Scott & Co., of Greenock and launched in 1905. A peculiarity in her construction was the fitting of bilge keels, but these did not apparently affect her speed, and prevented a great deal of rolling which consequently was a saving of gear. She had a graceful sheer—full topgallant fo’castle—flying bridge—and a wheelhouse aft. She was sold in 1924 to Captain Erikson, who bought and owns so may of the few remaining sailing vessels, and is well kept up. She was a four-masted barque with double topgallants and royals over them, and is still splendidly set up. No outstanding passages have been made by this ship, but steady average runs and underwriters have never had a moment’s anxiety on her account. The sketch was made last June from the ship when lying at Rand’s Mills, Victoria Dock, but the background and foreground are substituted by a view showing her in tow, which serves to show up the ship herself much more clearly. September 1931 The Model Yachtsman. 117 ——— ina a | ri —_—” — = THE BARQUE “ARCHIBALD RUSSELL.” From an Original Drawing by J. E. CoovEr. 118 The A VISIT BRITISH TO POWER Model September 193] Yachtsman THE BOAT WORKS CO., OF LTD., THE HYTHE. By Remincton ARKWRIGET. a TIL the last few years American manufacturers of speed-boats had matters entirely their own way with the exception of a few very expensive boats built to special order, and in this country we really had nothing to compete with Cris-Craft, Dodge Watercars, Gar-wood boats, etc. American supremacy in this ascribed to several causes. are Although the pleasure of inspecting the British no apology is needed for mentioning them in the race, they have not the same opportunities for boatA glance at the map of North America will reveal great stretches of comparatively sheltered water whereon the American waterfolk can disport themselves. Further. the demand thus created for cheap yachts and motorboats—and in saying cheap we are not using the term in a disparaging sense—has been met by building standard lines of mass-production boats, and just as the States were pioneers of the poor man’s car so they have become the pioneers of the poor man’s vacht and motor-boat. In particular they have specialised on the production of fast launches and hydroplanes. pages of THE MODEL YACHTSMAN. The stock boats which we inspected were externally less highly finished than their American The American, boats generally speaking, are very highly finished externally, but after competitors. a very short time this deteriorates. Undoubtedly, however, this finish is a great aid to sales, and in this respect the British Company handicap themselves. The only thing that is needed is a little more thorough application of the power sander to the wood of which they are built, and a little more time spent in finishing. The varnish used is undoubtedly of the best, being Rylard. We understand that future boats will be improved in finish. As regards strength and internal work the British About three or four years ago, Mr. Scott Paine, well-known as a pioneer of speed, started the British Power Boat Company at Hythe. writer had the may _ be by nature and tradition a nautically-minded ing that the Americans have. The Company’s works and craft under production only a few days before the fire, and as a good many of the things he noticed as regards hull features and construction will be of interest to model power-boatmen, The reason of the direction are, however, being taken, and they hope to be in production again very soon. This company set themselves out to produce a boat that would rival the American speed-hoat builders in price, speed and utility, and excel them in soundness of construction. This end they achieved, and from a modest start the Company grew by little into a fine organisation. At first the Company was faced with the difficulty that although Britain makes the best aero-engines in the world, and these were available for special racing craft, there was no British engine suitable for installation.in high-speed stock boats. Hence for some. years the Company’s boats were all engined with American power plants. True, the British marine engine is without rival when it comes to reliability and Jong life, but in the main it has too high a weight in proportion to the power developed. In fact it is almost too solidly constructed. The Company’s engineers accordingly designed an engine which they had built for them and fitted to their most recent boats so that their craft became in fact all- British. Amongst the successes scored by the British Power Boat Co. was “ Miss England I,” though they were not responsible for the design or construc- tion of ‘Miss England II,” in which Sir Henry Segrave was unfortunately killed. The British Power Boat Co. also constructed ‘‘ Miss Britain I,” ** Miss Britain IT,’ and other well-known craft. Unfortunately the Company had a disastrous fire during the August Bank Holiday week-end which burnt out their works. Prompt and energetic steps boat compare more than favourably with their American competitors. Not only are they more solidly constructed, but whereas the wood used in the American boats is often put in with the inside straight off the saw and practically unsanded, the British boats are properly finished off even behind linings. A trial run in one of the Company’s models showed that their boats come to their planing speed quickly, and that they have a low planing angle and practically lift bodily. This not only ensures stability, but gives the greatest progressive effort from any given engine power. When ‘inspecting the beats under construction, we were interested to note that for really high-speed work the Company seems to have reverted to the multi-step hvydroplane. Although it was not stated to us in so many words what we rather gathered was that early hydroplanes which were in many cases multi-step, gave great stability and planed at low speed. With increasing engine-power the singlestep planes still further reduced displacement and increased speed. With the tremendous power given off by modern engines, the difficultv is not to get a boat to plane but to keep a low planing angle and maintain stability, whilst permitting the engine to use a maximum percentage of its output in propulsive effort. For this purpose /ow multi-steps are used. We also noticed particularly the amount of care used to get efficient ventilation under the steps. Again some of the racing craft had long quite pointed tails with small planes. In other words there was a small step right aft. Supplement to The Model Yachtsman. ee Se +4 _— 62′ 6 a4lo— Sail Plan of Tea Clipper “Fiery Cross.” To face page 118 September 1931 —— ._—_——— == 5g’6- — —— 68’O -_ ° See Article on page 116. Supplement to 13 2 “i one ek Lwek ia MODEL 10 ~ —WALI “CHLOE.” a ) ) A-CLASS oe To face page 119 “= ie a a — 2 rial] —=| = = * * -——— DIMENSIONS. L.0.Aa Max. Beam 14.08 twee 96.9 L.w.t, Beam 13-25 Q.8.L 46.6 Draught 1-75 —— > This British design was specially drawn for THE MODEL YACHTSMAN. Sail plan together with full particulars as to dimensions, etc., will appear in our October issue. 8 ? September 1931 The Model Yachtsman. Scale: One-sixth of full-size. 3 = ‘ 2 | a ! | \ \ | Se \ WL? | S> Web t Seget SA. cee ib 1825 sq.ine. w.u.7 wie pe Wb W.L.d les Pe oe WoLg | Watt | os Low.t \ LX N WA wawN A | + | p< A t [-—~ emi Z mas PD. yt > £ ~_ a a ws | wea WoL. wes = | YA LI WL Half-size blue prints of this design are available for 12/6 set, post free from THE MODEL YACHTSMAN Offices. WA.t4 Wes ie bw. DW vanso Wee / oe a rr 56 Pk wx PK at wis ——— omer ae ee ea ———— ‘ = wa = aS. rel 0 WL.o September 1931 The Model Yachtsman. 119 In a recent letter to one of our contemporaries, of fore-and-aft stringers checked into the frames. M. Suzor. the French model speed-boat ace, referred to his defiance of the theory of cavitation. Real speed-boats do the same thing. Is it possible that This gives a very strong form of construction that is both rigid and light and yet provides sufficient spring and elasticity whilst the boats remain whereas the laws of cavitation undoubtedly apply to a full-bodied displacement type moving at comparatively low speeds, they are entirely reversed absolutely watertight. when applied to a high-speed hydroplane which by its speed forward brings the propeller into comparatively undisturbed water ? Another very interesting craft we saw was a standard 16-ft. hull for use with a 16-h.p. Johnson outboard with which it attains a speed of 32 m.p.h. This boat has no proper steps on it but is clinker built. However, instead of the planking being laid fore-and-aft, the planks run thwartships with the lands aft. Thus every plank becomes in practice a little plane with the land as a step, so that the boat is really a multi-step hydroplane. It has a hollow bow and runs into a chine about midships with a usual launch type transom broader at the bottom than the top. An interesting feature of the construction ot the Company’s standard runabouts is that they are all built on cut built-up frames. The planking is laid diagonally, running from torward to aft at an angle of about 10 degrees to the keel. The boats are ribbon carvel with the ribbons arranged to form kind WOODEN HULLS The Company has considerable contracts in hand for the Air Ministry and Royal Navy, and these services have supported this growing industry since its inception. Nevertheless, the boats have had to undergo most rigid inspection and tests. FOR One fact that speaks for itself is that whilst every other yacht yard is feeling the pinch of bad times, and many are putting off large numbers of their men, the British Power Boat Co. was on full production up to the time of their fire. That means that British enterprise is rapidly capturing at least a part of the trade that was formerly held by the United States. The large number of export orders in hand is a testimonial to the progress made. H.H. the Prince of Wales is one of our greatest living patriots, and has been further described as the ** Empire Trade Ambassador.” It is, therefore, very distressing to note that his order for a speed-boat given this week was for an American Cris-Cratt. We would have liked to see him order a British boat, and we hope to hear before next season that he has decided to get rid of the Yankee boat in favour of a British one. MODEL POWER BOATS. By ATLANTIC. Part V. AS the deck is not strong enough to carry the deck fittings, as the screws holding them will pull out of such light material, the deck plans must be carefully studied before the deckbeams are put into the boat and arrangements made, as far as possible, that all important fittings—especially those bearing any strain—fall on a deckbeam. For the other fittings reinforcement pieces of 4-inch mahogany must be glued on to the underside of the deck. This will give a good hold to the screws. Now as regards making the actual deck, there might be difficulty in getting a piece of wood wide enough for a larger model, and before proceeding — with the description of the actual making, it may be as well to explain how to overcome this difficulty if met with. When it is impossible to get a single piece of wood to make the deck two pieces must be used, and a junction made down the centre of the deck. To do this the two edges to be joined are shot dead true. They are then glued with casein glue and the two pieces placed upon a board or table face downward and tacked into position with the tacks placed in such’ positions that the holes will be left outside the part wanted for the deck. Tissue paper should be placed on the table under the wood that is being glued up to obviate any chance of it sticking. Take a strip of thin strong light cotton material about 14 to 2 inches wide and glue this on the underside of the deck along the joint. Weights should now be placed all along the joint, but paper should be put under these also. When dry, the face is planed and rubbed down. As the deck is bent to a camber, obviously its shape cannot be marked out directly from the plan. The easiest way to mark out the deck for cutting is to take the wood and mark lightly on its face the centre-line. When finally fixing the deck a screw will be put into the centre of each deckbeam, and the deck can now be screwed into position temporarily, using 3-inch No. 1 screws. This will give it the necessary curvature in a fore-and-aft direction. It can then be bent athwartships and the shape of the outline of the hull marked in with a sharp pencil on the underside. Before taking the deck off positions for the deck fittings can be marked in and also the deck openings. It is then removed and cut to shape. In the case of a model having the deck laid on top of the sides, the deck should be cut just outside the line and 120 The Model the final trimming done after it is fixed into position. In the case of a boat having a dropped-in deck, a fresh outline can be drawn on it inside the one just pencilled in. This outline must allow for the thickness of the side. It is cut outside the line and trimmed down sharp to it. The gunwale will already have been cut to receive the deck and the deckbeams let in flush with the top of the ledge on which the deck is to rest. = ee aa ee a ae _ mre ee Sie e es ee On the underside of the deck in the way of the deck openings pieces of strong, light cotton material] should be glued. This will prevent the deck splitting both during cutting and afterwards. The reinforcement pieces are next glued on to the underside. Before fixing the underside should receive three coats of varnish. In putting the deck on, the joint should be well luted with thick white lead paint. It is screwed every 3 inches with small brass screws to permit it being removed again should it ever be necessary. Some builders use small copper tacks to fix the deck and cut the heads off. This is perhaps neater than the screws, but may not be so simple to remove if required. The deck is given a couple of coats of clear size to obviate running and the lining representing the planking put in with indian ink. so. ae” S Seva se ee wesOe ie Oe oe ee ES. os eee The lining is done in two ways. Either it can be put straight fore-and-aft. in which case it is ruled in, using a drawing pen. This is not true to the best methods of building, however, where the planking follows the curve of the deck edge. To do this a marking gauge is used and the side of the model used as a guide. The drawing pen is, of course, fixed into the gauge. If the shape of the king plank presents difficulties, a simple method of getting this is as follows. The king plank, by the way. is the plank down the centre of the deck, and all the other planks butt into it. The king plank is marked in lightly in pencil (without allow- ing for the parts where the other planks butt into it), and a suitable taper towards the ends of the boat arranged. The other planks are then put in. As the ends of these other planks are cut off at right angles it will then be quite easy to complete the king plank. As the king plank and covering board of a vessel are usually of teak, this can be stained accordingly before varnishing. In the case of a vessel with a dropped-in deck that has a covering board on top of it covering the junction, no special provision need be made round the sides, but when the covering board is flush, this also will have to be stained in. In the case of a boat like the lifeboat that has a mahogany deck, naturally the king plank and covering board are all of the same material, and so do not have to be stained. Provision must be made, however, round the openings in the deck ~vhich have planks parallel to the sides of the opening round them. Yachtsman. September 1931 After lining the deck, it is as well to put a coat of varnish on before painting the hull to protect the lining. The other two coats go on when the hull painting is finished. The exterior of the hull has now to be painted. In the case of our lifeboat the L.W.L. is shown by the joint between two layers. Take a copying pencil with a hard sharp point and pressing it on enough to scribe the wood, mark the L.W.L. This wil! form the junction line between the upper works and underbody which are two different colours. If the boat is planked or if a joint between the layers does not fall upon the L.W.L. it will be necessary to strike the L.W.L. in later on as explained presently. The first step is to prime the hull. The best thing to use is white zinc priming. Use fine quality zine undercoating, and for priming let this down with turpentine until it is very thin and “sharp.” Painters call paint “.sharp * when it dries almost as it is put on. For priming the paint is let down so thin that it shows almost transparent on the wood. Two coats of this priming are given, and the boat is then rubbed down to the wood again. This ensures proper filling of the grain, and that if the grain is at all raised, it is rubbed down again. Medium fine glass paper should be used for this. Then give a single coat of the same priming. This forms a key for subsequent coats of paint. After this the hull should receive a coat of rather thicker priming. After this it is lightly rubbed down with fine “ Wet-or-Dry” glasspaper. This paper is used wet and is the finest thing to use for rubbing down paintwork as it obviates any chance of picking up the paint. Moreover, though slightly more expensive in first cost it is much cheaper to use on paintwork as it does not clog and wears far longer. Always be sure that one coat of paint is bone dry before applying another. Then give another coat of the zine under-coating but dilute it less and rub down-again. Repeat the process, using the pure zinc undercoating. The more coats that are given and rubbed down properly, the better will the result be. One must not add too much weight to the model, however, and therefore it is essential that the boat is rubbed down thoroughly. In this way a good body is gradually built up. It is now high time to think of the point that the boat is not the same colour all over. If the L.W.L. falls on a glue joint and was marked in as mentioned above, it will have been necessary to put it in from time to time between coats whenever it was in danger of being obliterated. If the L.W.L. has not been marked in this will have to be attended to now. The best way is to chock the model up on an even keel on a table with a smooth top, or better still on a sheet of glass. Using a scribing block set to the correct height for September 1931 The Model Yachtsman. the L.W.L., this can be scribed in. Another way is to put some blue into a bath of water, and float the boat (with all weights aboard) in it. If she is carefully removed a line will then show round the hull. The next thing to do is to take steps to ensure that the L.W.L. shall be a sharp line in the painting. Taking short strips of gummed paper, stick these along the L.W.L. above it so that the bottom can be painted right up to the L.W.L. This part of the lifeboat is white. As many more undercoats as are necessary can now be put on and rubbed down. Finally a single coat of enamel is put on. It is advisable throughout painting operations to use good paints and varnishes. Rylard is a British Brand which cannot be beaten. If enamel is overstiff in cold weather, this can be remedied by warming the pot. For enamelling and varnishing good brushes are essential, and they must be absolutely clean. Moreover, during the application there must be no dust about. Also the work must stand in a dustless place during drying. Use a coat of enamel that is just sufficiently thick enough to cover and flow nicely, but on no account use too thick a coat or you will get runs which will cause trouble. Work the brush one way only, and make sure that you cover properly without any bubbles or marks. The ordinary brush marks of course flow out. One caution is to keep the brushes absolutely clean. When the enamel is absolutely dry, take a little very finely powdered whiting and a clean chamois leather and rub down. ‘This will very slightly dull the high shine on the surface but will make it far smoother and reduce water friction. This, is of course, not a matter of great importance on a lifeboat model, but it makes a better job also. Now soak off the gum paper and stick on a further lot below the L.W.L. The colour undercoats and final coat of enamel are similarly applied. The gum paper is then removed. The final rub down with chamois and whiting is really best postponed until both bottom and topsides are finished painting. For a varnished boat a number of thin coats should be applied and the boat rubbed down with Wet-or-Dry paper between each. The more coats the better the finish. The final rub with chamois and whiting will also improve varnished work. In the beginning of this series 121 ot articles, the method ot enlarging drawings to full-size was explained, After a full-size drawing has been prepared of the profile and sections in the ordinary way, these have to be turned into working drawings. Turning to the working drawings and description given in the January number of THE MODEL YACHTSMAN, it will be seen that the lifeboat is double diagonal skinned with the inner skin having the planks with their upper ends forward, and the outer skin planks sloping aft at right angles to them. If it is decided to build the model double skinned in exact copy of the prototype, two skins of mahogany a bare #” thick will be used. In preparing the working drawings the height of keel, depth of stem and sternpost, knees and other details can be taken direct trom the plan given. The rabbet line can also be marked in. The section drawings have next to be consulted. It is better to take these out separately, not on a common centre line to avoid confusion. The first thing to do is to mark in the keel on each section and after that the planking can be taken off the size of each section. As we are going to use two 4,” skins, we shall require to take off }”. Remember to measure this in at right angles to the outer surface of the section not horizontally or vertically in. When the skin thickness has been drawn in the rabbet and bearding lines will be apparent. For the benefit of those who are unfamiliar with these terms, it may be mentioned that the plank ends are butted into the stem and lie in a groove cut to receive them. This groove is known as the rabbet. The forward part of this groove where the planks end is the “ rabhet line,” and the rabbet at this point is the full depth to accommodate the full thickness of the planking. The after part where the rabbet ends and the plank leaves the stem is known as the “ bearding line.” Similarly there is a rabbet along the transom or sternpost as the case may be, and along the keel to accommodate the lower edge of the lowest plank. This plank is known as the “ garboard strake.” Now as the lifeboat is being built double skinned; it will probably be best to build her without any bent ribs and insert a light “cut” frame at intervals. One every 5” would be ample if the boat is being built on a scale of 1” to the foot, and then only a very light frame would be required. To do this, the boat will ‘be built up on a former and the frames put in after she is taken off the former. The bottom of a varnished boat used for racing can be polished with white boot or furniture cream. In fact this will nor hurt paintwork, though it may in time discolour white paint. The former can be built of slips of pine 3” wide by }” thick. Any wood can be used for the purpose as the former is only a temporary affair that is Our bread-and-butter hull is now completely ready for the final fitting-out. The writer, therefore, proposes now to turn his attention to planked construction, and will now try to describe the process used in this method of building. Next take }” all round off the section drawings to allow for the thickness of the wood used for the former. Then marking in all waterlines and buttock lines, prepare templates for the moulds, which are of course the size of each section after deduction of broken up after the boat is planked. 122 The Model Yachtsman. skin thickness of the former. Before making these templates, however, strike a datum line on the original section plan to come 1” above the stemhead. The use of this is explained in the next paragraph. Every template must, however, be continued up to this datum line. When a real boat is built her keel is set up on stocks. On the keel are erected the moulds (or temporary frames or shapes) round which the planking is built. In the mode! the boat has to be built upside down, and to keep everything steady during building the moulds are set up on a board which is known as the building board. As the sheer of the boat is curved the moulds are all made sufficiently long so that they come down to the building board. The datum line that we strike across the section plan above the sections represents the surface of the building board. Some of the readers of THE MODEL Y ACHTSMAN may be inclined to be hypercritical of this method of building a double skinned boat as they may consider it should be built on cut frames with longitudinal stringers. If this method is preferred, only the }” for the skin is taken off the sections. Instead of preparing moulds, frames are then made. The same number and style of frames is used as detailed a little further on in this article. Into these the stringers are notched, and glued and screwed in position. The ends of the stringers are butted against stem and sternpost (or transom), and glued and screwed. The stringers for a 1” scale lifeboat could be }” x 44” spaced from 1}” to }?” apart, the closer spacing being on turn of bilge and where boat’s form changes abruptly. Actually, however, if the glueing of the skins is properly done, the method detailed below will make a very strong boat. The reader can, however, please himself which he does. The details given above taken in conjunction. with what follows are sufficient for him to make out the method of building on frames and stringers. For the section moulds }” wood can be used. In order to facilitate their removal after the planking is complete, the moulds can be made in two halves. Each mould should have the waterlines and buttocks marked on its face, and must have a slot cut out a to receive the keel. When the moulds have been prepared they will have to be erected on the building board. For the building board a piece of hardwood should be used, and for the inch scale model 3” by 1” will be found suitable. Carefully strike a centreline down both sides of the building board from end to end. The board by the way should be 6” or 8” longer than the model is to be. Then mark off the station lines for the sections at right angles across the building board. Take some 1” square wood and cut off pieces long enough to go across the building board. Although 1” square is stated, this is merely given as a suitable size, and it is not im- eed le portant what the size is so long as the pieces used September 1931] are suitable for their purpose which is to act as chocks for the moulds. Including the sections and the half sections at the bow and stern, there are twelve sections shown on the lifeboat plans but the tiny section shown right forward is so near the stem that it can be ignored or else put in as a solid permanent frame. This gives 11 moulds. The chocks for the moulds have next to he screwed into position to the building board. For reasons which will be apparent later, the moulds for all sections forward of the greatest section will have to be placed with their after faces exactly on the station lines. The mould for the greatest section is placed with its centre on the section line, and those aft of the greatest section will have their forward faces falling exactly on the station lines. The chocks for the forward sections will, therefore, require to be set with their forward faces on the station line on the building board (i.e., aft of the station line), whilst those aft of it will have their after faces to the station lines. As the moulds are being made }” thick, the chock for the midships section mould must be set }” away from the station line, though it does not matter at all whether it is forward or aft of it, thus permitting the centre of this mould to fall exactly on the station position. The screws holding the chocks to the building board must be put through from the underside of the hoard into the chocks to permit their withdrawal after the hull is completed. If the backbone of the boat, consisting of the keel, stem and sternpost of the boat has not heen already made and assembled, this must not be done. The stem and stern post must be made long enough to come up to the datum line, so that they also can be set up on to the building board. According to the profile of the boat the stem and the knee (or angle piece) that goes where it joins the keel can be made in one or separately. For the lifeboat the latter would be best. These parts can be marked out from the plans ready for cutting. The best wood to use is mahogany. Stem and stern post can then be carved to shape after they have been sawn out. There is no difficulty in getting their fore and aft widths at each waterline height from the waterline plan. The rabbet and bearding lines can also be taken from the plans and the rabbet cut to accommodate the planking. Though this may sound a little difficult. a careful study of the plans will enable the builder to mark the rabbet out correctly. The keel can be made in a similar manner and the backbone assembled. In putting the backbone together, casein glue and brass screws should be used. Before proceeding any further with the description of building, a cautionary note must be sounded. It is absolutely essential that the utmost care is used when assembling the backbone and setting up the moulds that everything is in the most perfect alignment. ‘It only needs the slightest twist in the September 1931 The Model backbone or for the boat to be out of truth when If a boat is lopsided nothing on earth will make her run really well. Care at this stage is therefore essential] if all our future labour is not to be wasted. Actually an expert builder will take almost more time over getting a model properly set up than he takes to plank her up. I do not wish to frighten intending builders off, and really there is nothing difficult about the operation. All that is needed is patience, care and constant checking at each stage. Yachtsman. on in pairs on each side, first one aft and then one set up, to make the whole boat lop-sided. The next thing is to set the moulds up and prepare the boat for planking. This is known as “setting up,’ and the boat is said to be *‘ in frame ” when she is set up ready to plank. 12: forward, until the whole skin is complete. Each plank is not only glued to the keel rabbet and inwale but nailed also, and further it is glued along the edge to its neighbour. As the ends of the boat are reached it may be found necessary to shape the planks a little to make them butt against their neighbours, but this should not be very much. It may also be found that in places they are inclined ~ to blow a bit (i.e., lift trom the former). In such The temporary nails holding inwales to the moulds are pulled out as you reach them. cases they can be temporarily tacked down. (To be continued.) The moulds have each been made in two haives and a batten can now be nailed across them near the bottom (i.e., the bottom of the boat). These WITH THE POWER BOAT battens should be on the opposite side to that on which the lines representing the buttocks and waterlines are marked. The reason for nailing the battens on the backs of the moulds is obviously not to obscure these lines. The reason that the battens are put across the lower part ot the moulds is that the top part will be secured to the chocks on the building board when they are turned upside down and set up on the building board. In setting up the moulds the waterlines and but- HEATON AND DISTRICT MODEL POWER tock lines on each must be used to check alignment BOAT CLUB ANNUAL SPEED COMPETI- as well as the centrelines on the building board and moulds themselves. As mentioned the strips to make the former are then nailed to the moulds until the shape of the boat is completed. When the former is finished it has to be prepared for planking by being covered all over with thin tissue paper. We are going to glue the boat together with casein, and the object of the tissue paper is to obviate any chance of the boat sticking to the former if a drop or two of glue runs down as it is sure to do. In fact it would really be safer to put tissue paper between the backbone and former, and also under the inwales and tunnel pieces. Take a strip of the planking wood }” wide and cut the end of it off at an angle of exactly 45 degrees. Put the cut end into the keel rebate with the top sloping forward. Fix the bottom in position in the rebate, using casein glue and a }” copper nail. The top endis cut off a little above: the inwale, leaving the sheer line to be finally trimmed when the plank- ing is completed. glue and nailed. The top end also is fixed with A corresponding plank must now be put on to the other side of the boat. The plank aft of the first plank is next put on,and then the second plank on the other side. After this a plank is put on forward of the original plank and its opposite number follows. The process continues like this: the planks going TION. This was run off at Paddy Freeman’s Pond on August Ist, 1931. The course is 75yds. long, and an average of three runs is taken. The result was as follows :— lst—Mr. Wallace’s motor-boat, ‘* Mary” with three runs which took 193, 133 and 14? secs, Average 152 secs. 2nd—Mr. English’s steamboat, “‘Jean”’ with three runs which took 182, 184 and 18} secs. Average 18.46 secs. 3rd—Mr. Hopper’s steamboat, “Irene”? with three runs which took 17, 18 and 221 secs. Average 19.03 sees. The * Mary’s”’ best run works out at 11.48 m.p.h., which is the highest speed recorded in any of this Club’s competitions. Whilst this will sound quite slow to the real speed boatmen, it must be remembered that this is a displacement hull weighing 24 lbs. JOHN HUMPISH, Jnr. Ass. Sec. Heaton and District M.P.B.C. 124 The September 1931 Model Yachtsman ESR VEERTERT Be Edited by A. C. DAVISON, A.M.1.c.5. NORTH OF ENGLAND NEWS. A forthcoming event cf interest is the three club match on Sept. 12th, when the Wilmslow fleet wil be the guests of the Platt and South Manchester Clubs. DERBY M.Y.C. et — LING CUP. Stee i — “ Aeolus,” is a fine, steady and ly wl) a a i gi a July. There were set-backs early on account of bad weather, lack of water in the lake, and no wind but the last heats were eventually sailed in almost too much wind, a strong north-easter. Owing to this protraction quite a number of competitors fell out. Owing to a mishap the ‘*“Commodore * withdrew at an early stage, but this enabled him to go to Fleetwood and assist at the opening of the new lake. The holiday season accounted for other absentees, and of the 14 entrants only eight remained at the finish. Mr. Martindale’s new boat, ‘ Lapwing” quite 4 early showed that she was a likely candidate for ; the highest place, and eventually proved to be the i j winner, being beaten only by Mr. Thorold’s ** Jose.” She was nearly beaten in her heat with the Secre- : } ‘ tary’s “ Venture.” Both boats were to windward of the buoys and had to sail out or gybe, ** Lapwing” being the quicker in coming round. This : left i Mr. Kitching’s ** Dacia.” “‘ Lapwing” 8.5. beaten through only the one heat to sail, against Here again she was nearly forgetfulness The event was a handicap, open to any boat, for Ten yachts faced the starter, and a northerly wind, with heavy rain, continued throughout the racing. The winner was Clapham), 22 secs. 2nd—** Winsome,” time, 12 mins. 26 (G. C. Kitchen), 30 “‘* Britannia” 10-Rater (J. P. start; time, 10 mins. 27 secs. 10-Rater (Mr. Brown). 36 secs. ; secs. 3rd—*‘* Blue Bird,” 6-m. secs. ; time, 12 mins. 29 secs. The duties of 0.0.D. were carried out by Mr. B. PLATT MODEL YACHT CLUB. of her skipper, Stephenson. Timekeeper, Mr. W. Harrison. W. HARRISON. Hon. Racing Sec, 2, Grosvenor Terrace, Otley, Yorks. FLEETWOOD MODEL YACHT AND POWER BOAT CLUB. Our Exhibition was opened on July Ist, 1931, by Capt. Salmond of H.M.S. ‘ Malaya ” (which was anchored in Lune Deeps, near Fleetwood). The Chairman was P. MeNicholas, Esq., M.B.E., J.P., supported by Mr. C. Tatham, Mr. J. Morsden (Commodore), Mr. G. 8. Cowper-Essex (one of our members), Mr. E. Aldred, and other gentlemen. The Aeolian Band was in attendance during the evenings. The Exhibition was held in the Co-operative Halls, Fleetwood, and created an interest in model yachting and power-boats in Fleetwood and the surrounding district, the resulting membership being 147 senior members and 36 juniors. Items of interest to visitors were the manufacture of ‘“White Heather’? Racing Model Yachts by a member of the firm of Messrs. J. Alexander and but he managed to make up his lee-way and sailed Sons, Preston. home splendidly, robbing ** Dacia ’’ of what seemed How they envied him the skill of making chips fly in showers without sending his chisel through the a certain victory. : CLUB. the “Sidney Carter” Cup. had the The principal event of the season, the competition for the Cup, was allotted four dates in June and i YACHT Seven skippers faced the starter and benefit of a fine breezy afternoon. Result :—‘* Aeolus,” Mr. T. Spendlove; ** Proteus,” Mr. T. H. Ratcliff; ‘ Fairy,” Ashbourne Road School; “Ivy,” Mr. A. Ketter; ‘ Enchantress,” Mr. EF. Leech; Margaret,” Mr. P. J. Powell ; “‘ Atalanta,’ Nun St. School. i, MODEL The Club held their first race on Larkfield Dam on Saturday, July 25th. The winner, speedy craft. 3 BRADFORD The race for the Cup presented by Mr. Alderman Ling was sailed on the Alvaston Lake on Saturday, July 18th. Mr. Martindale is gratulated not only on “ Lapwing’? to be con- winning the Cup, but on the fact that she is the third boat that he has built to win the Cup in five years, while the ‘runner up” is also from the same dockyard. boat. A complete diver’s dress and equipment was one exhibit, and quite a curiosity to people who had not seen one betore. One stall was devoted to Marconi wireless receiving and transmitting sets. The Model Yachtsman. The exhibits for this section included six steamers, three electrically-driven boats, and one driven by petrol, one petrol hydroplane hull, 10 steam engines working, and models kindly lent by Messrs. Stuart Turner, Ltd. An interesting feature was the manufacture of ship ventilators by an electrical deposit of copper All the old sea captains were interested in the old sailing ship section. One ship was the result of three years’ work, and yards were made to lower and work. Three carracks were fine examples of craftsmanship, one being about 4” long, made of bone. Half models mounted on mirrors deceived many visitors, until the method of manufacture was explained, and the curiosity of this section was a ship in full sail, contained in a small vlass brandy flask. There were sailing ships of all ages and all rigs, one even being made from the carcase of a duck, with the rigging of a brig. Another interestiig part of the Exhibition was the display of navigation instruments, both old and new, with charts of the fishing grounds. The lake was formally opened on July 18th, 1931, on lead moulds. and it was blowing a gale. The sailing section was conspicuous by the number of 10-raters on show for there were very few of these boats completed in time for our first Exhibition. Three A Class boats were there, and as we have an ** A” Class lake, we hope to see more arranged, and Mr. Edwards, of Liverpool, was Officer of the Day. The weather was too rough for of these in the future. week nights. The Council have allowed us the use of a room near the lake, and anyone from other There were some very fine examples of * planked up ”’ boats, from 1’ to 7’ long, and other models were arranged to show the evolu tion of yacht building over the past 50 years. The winner of the Races at Platt Fields, Manchester, at Whitsuntide this vear. lent by Mr. J. Hobman, was greatly admired for the methods adopted to reduce the weight of fittings, etc. AN ‘PEER GYNT,’’ AUSTRALIAN FLEET ee direction finders, and ocean-sounding apparatus, as used on the most modern boats sailing from Fleetwood. Demonstrators showed the methods of working the apparatus, and those interested found the time going very quickly. The Power-Boat section had their models working by compressed air, supplied by a compressor manufactured by the members, and a lathe was being used to turn up a crankshaft for a marine engine. 125 A knock-out race was 10-raters, and the race was won by Mr. Winstanley, with the “A” Class boat, “ Elfinette.” Other races are being arranged for Saturday afternoons and Clubs who wish to pay us a visit is welcome to use it. Gentlemen from other Clubs have spent their holidays with us, and one nearly lived on the lake. No names mentioned, but he had a red_ boat. Mr. Robson, from Kilmarnock called to see us on the opening day. F. M. B. OF A-CLASS MODELS. ‘‘DAZZLER,”’ ‘“‘WEE EGG,’ ‘“‘WHITE HEATHER,” Victorian Model Yacht Club, Melbourne. *“*BONNIE,’’ ee September 1931 126 The Model September 1931 Yachtsman. Our Seottish Ps ¢ & By Wanzi hanyae NATIONAL CHAMPIONSHIP FOR 6-METRES., This is a brand new event and promises to be a very successful one. “‘ Whiteinch’”’ has had the honour of staging the first occasion, and conditions ot weather, etc., were fairly kind. Fortunately the off and cleaned only last winter, and everyone was fairly certain of a clear season. However, by dint of some hard work the pond was cleared and made quite satisfactory in time. pond. This statement many come as a surprise, but when all things are weighed up the skill ot the man is more worthy of praise than the speed of the land seemed to be having the best of it while the A small calm patch about two-thirds of the way up the course caused a lot of trouble to some of the competitors. However, of the 10 starters only one, Lady Jean’s wee sister from Paisley, could claim ignorance of local conditions. The great idea was to sail fairly well to lee-ward, and then make as high a point to windward as possible while your opponent drifted about in the calm patch. This calm patch was a great magnet for competing pairs, and rather many resails were claimed owing to fouls. The O.0.D.’s in Scotand are getting rather lenient in this respect, and through granting prac tically any claim for a resail may be encouraging carelessness on the bank, but of course, this is a debatable point. In this event resails took up over one-third of the total time, and any increase in the entry would have carried the race over to another day. There is one interesting point about the entries for this championship. The M.Y.A. unwittingly fixed a day and place at which a newand non-affiliated club were to hold one of their usual Saturday races. oe mine oot This weed came up very suddenly as the pond was run wind was not absolutely straight up and down the boat. } mass of weed and in an impossible condition. It was explained to them that by joining the M.Y.A. they would be able to race on that day on their own waters, and incidentally take part in a Championship, and also be eligible for a similar event for 12-metres later on, also on their home waters. Some quick work was done through the G.P.O., certificates put in order and four boats came forward on the appointed day, one of which has won a prize. The Victoria M.Y.C. are to be congratulated in thus turning an awkward situation to good account. Of the three clubs competing, the West of ScotVictoria made a strong bid for the top places. The Scottish “A” Class was represented by * Ailsa” and “ Annie.” ‘* Ailsa’’ on her own water was a boat to be reckoned with. *‘ Annie,” on the other hand, did not do at all well. She was never absolutely in trim. Her sails did not improve after a slight shower of rain, and as is quite well known, perfectly flowing sails are the only thing which will carry a boat through a calm. It is good to see ** Agnes” in the prize list again. It may be remembered that she was the first winner of the Robertson Cup. and has not done so wonderfully well since until this occasion. Her owner may well feel proud that his boat is able to take its place the more up-to-date. Another welcome among return was that of “ Venus.”” She is an ex-West of Scotland 10-metre, built and designed by D. Weir. If we remember rightly she scored a possible in the first race for sixes held by the West in 1927. Of the other two Victoria boats, R. Watt’s ‘‘ Jean” sailed moderately well and scored half pcints. She can do a great deal better than this. J. McFall’s ‘White Heather ~ did not do too well. But then it must be remembered that “ Jimmy ” is well into his eighties, and does yachting too seriously. not now take his model Of the West of Scotland four, A. W. K. Bodrick’s “Wattle” just missed tieing for third place. “Wattle” is quite the finest looking boat that Mr. Rodrick has turned out, and she will score well if handled properly. ‘‘ Inca” had an off day on this occasion, and could have done quite a lot better. “Uranus” and *‘ Corona” the two D. Weir boats kept at it the whole time, and made their position rather early in the afternoon. With average conditions at Whiteinch, “‘ Uranus” and “J. Livingston ” are reckoned fairly safe for any 6-metre event. On the other hand, Harry Wright with *‘ Corona ” With regard to the sailing, the day was more or less uneventful. No boat was disqualified and the boards generally were won by a fairly comfortable margin. Perhaps the race lacked interest in this respect, but that of course is nobody’s fault. We must, while passing, compliment the authorities, whoever ‘they-are, for getting the. water into fairly good condition in such a short time. A week or so place. Clearly “Uranus” won the day on the combination of the merits of herself and her skipper. Nine heats were sailed with a possible score of before the race the whole pond was nothing but a 36 points. will fight his way up, if not to the top then second September 1931 “Uranus” (J. The Model . Yachtsman. Livingston), West of Scotland MY.C., 30 ;-** Corona” (H. Wright), West of Scotland M.Y.C.), 28; ‘Agnes’? (T. McWilliams), Vietoria M.Y.C., 22 ; ‘‘ Wattle’ (A. W. K. Rodrick), West of Scotland, M.Y.C., 20; ‘“ Ailsa” (J. A. Stewart), Scottish ** A’ Class M.Y.C., 20; ‘ Jean ”’ (R. Watt), Victoria M.Y.C., 18; ‘ Venus” (I. McPherson), VictoriatM.Y.C., 18; “‘ Inca” (P. J. W. MeGregor), West of Scotland M.Y.C., 16; ‘*White Seal” (J. M. Fall), Victoria M.Y.C., 8; ‘* Annie ” (D. Leggatt), Scottish “‘ A’’ Class M.Y.C., 5. * Venus ” and ** Annie ”’ split the figure for one of the boards which accounts for the odd scores in the above table. There is a possibility that ‘ Inca” scored 18 points, but as the score totals up correctly, we do not know which boat has the possible additional two points. Mr. P. Jones, of the Gourock M.Y.C. was O.0.D., and will be in charge of twelves on September 19th. Next month we hope to report on the West of Scotland open regatta for sixes, the visit of Mr. J. Black, U.S.A., the Paisley open event for 12 metres, and the S.M.Y.A. Championship for 12 metres. 127 have regular practice with their boats, it is doubtful if much improvement will take place. At present the club is composed of individuals who are also adherents of other clubs, and consequently their time is divided between the sailing of ‘‘ A”’ Class boats and other type of craft. At the conclusion of the two double rounds that constituted the race, the secretary was in a position to announce that he was in close touch with a member of parliament for a Scottish constituency, with whose assistance itis hoped that the club may be safely established next year on one of the large natural fresh water lochs in Renfrewshire. Thereafter, when a club-house is obtained the officials of the club are confident that the opportunities afforded for regularly practising, and the tuning of the boats as a natural sequence will have the effect of developing a club second to none in Scotland. . The race in question resulted as follows :— Ist—** Lady Jean,” Mr. D. Leggatt and Mr. W. Hutchison, 23 points. 2nd—** Spider,” Capt. F. J. Healy, 16 points. 3rd—** Florida,” Mr. C. McKechnie, 12 points. 4th—* Spur,” Mr. J. R. Mair, 9 points. The Caleutta Cup, which is one of the most cherished trophies of tne West of Scotland, is sailed for annually about this time. While there are still a few resails to be completed, the Cup has practicallv been won by ‘ Jesmond,” skippered by D. Paxton. To look at, “Jesmond” is a most unpromising looking boat. She was built many years ago by W. Baly, who nas since given up model yachting, and for a long time “Jesmond” has been resting. This season Davie Paxton, not having a twelve to sail, dug her out and is doing remarkably well with her. He is not only a long way ahead in the Calcutta Cup, but up fairly high in the rest of the racing We hear that there is quite a possibility of a Drown suit of sails for her next season, and then—— ! In ‘the Caleutta Cup race she sailed the last 11 boards without dropping a point. This is all the more remarkable when it is remembered that she had most of the giants of her club against her. ** Juniper”? a 1908 Rule boat, is another that has done very well, and should she win most of her resails wiil come very near to winning the trophy. THE SCOTTISH A-CLASS MODEL YACHT CLUB. Club competed some umbrella, on Saturday afternoon, August 8th, at Barshaw Park, Paisley, for a handpresented by AND REPAIR SERVICE. We are asked to draw readers’ attention to the fact that in his advertisement which appeared in our last issue, Mr. Bauer’s new address was wrongly given as Celgrave Mews. The correct address is 10, Celbridge Mews, Porchester Road, London, W.2. Mr. Bauer’s service can be thoroughly recommended to readers for quality of work and prompt attention to orders. HANDICAPPING MODEL YACHT RACES. In a good strong sailing breeze tne Scottish * A” Class MR. W. H. BAUER’S FIT-OUT Vice-Commodore Mr. J. R. Mair. While at times good boards were made by every boat, and occasionally surprisingly close results took place, still the quality of the sailing left much to be desired, and could only be described as mediocre. There is no doubt the Scottish “* A” Class Club have a good fleet of boats, but until suitable sailing waters are obtained, and members Sir, I suppose that the Printer was short of the sign for ** square root’ for he used a dash, and thereby made a dashed hash of the formula for Best Speed that I gave in last issue. To make the matter clear I put it this time in words. Best speed in miles per hour—equals square root of L.W.L. in feet. Yours faithfully, A. C. DAVISON. 128 The Model Yachtsman. September 1931 THE SCOTTISH A-CLASS MODEL YACHT CLUB’S “LILIAN” CUP RACE AT PORT GLASGOW, 1931. Competitors before the start. Presenting the Cup to Mr. A. Johnson Account of the Race appeared on page 87 of our August issue. We are indebted to Mr. W. G. King, of Crosshill, Glasgow, for photographs reproduced above. A : wot en hoe Sas Ria eR in 2 el. “DOWN NOTABLE BOOK. CHANNEL,” by R. I. McMullen. George Allen Unwin, Ltd., 8s. 6d. It was most fitting that this book should be my companion when, by chance, I found a room for a short holiday where pictures of “Shamrock IV” and “* Sunbeam ”’ adorned the walls. A copy of the earlier edition was once in my possession, but, through some forgetfulness, was missing, and copies have been practically unobtainable. Owing to the efforts, | think, of Mr. H. J. Hanson, Hon. Sec. of the Cruising Association, it has now been republished. Though not a model yachtsman’s book, there must be very few of us who would not be-thrilled by the able descriptions of Mr. McMullen’s voyages. They are set down without any frills or exaggerations, and it is possible to read a great deal in between the lines, for there is much food for thought therein. Mr. McMullen was a great lover of ships, of the sea and the skies. All his yachts were named after stars, and in one of his books he gives reasons for believing that the sun is “the probable abode of the blest.” He started to learn of all these things in 1850. and his last voyage was in the early summer of 1891. It ended, perhaps, just as he would have wished. ‘Perseus’? was found by French fishermen sailing sweetly on a moonlit sea, McMullen’s spirit was at the tiller still, but, he was dead. From the point of view of a single-hander the book is extremely interesting. His first boat, * Leo” was 20’ O.A.; he sailed 8,000 miles in her, and, needless to say, often had a taste of brimstone in his mouth, getting his experience. His next ship was 32’ O.A., and then,.undoubtedly, his dream ship. He made the usual mistake. She, I think, was too big, but, although he does not say so, he nevertheless went down again in the scale and all his other boats were smaller. The lines of this large boat (164 tons) are published for the first time in this new edition. A really good design. In this little ship he was forced to sail single-handed home from Cherbourg. It may interest those of us who know Cherbourg, by the way, to read that in those days it was dirtier and “ smellier ” than it is to-dayOne must hold his breath whilst he reads of his preparations for this voyage. Nothing was left to chance. Think of it; 668 sq. ft. of No. 2 double canvas in the mainsail; 16} ft. of a 7-in. spar beyond the stem head, and a chain halyard jib to handle alone! She was eventually put into the sale list, and his next boat was 28’ O.A., and ‘*Perseus’’ 27’. “Procyon” had a centreboard, but an experience with ‘a clay-bottom: resulted in ** Perseus *’ having none. September 1931 The Model The model yachtsman will find lots in this book te study, and will, undoubtedly, enlarge his vision and help towards a greater knowledge of sails, design, and seas. The day, I hope. will soon come when a real single-handed deep water cruiser will try the Braine Gear on a yacht. It seems to me that it would help a great deal. It is natural, of course, to find him in those times using lots of gear that is now out of date, particularly in sails. It was not until her last voyage that he learnt the superiority of a bass rope over chain cable. He knew how to rig a buffer for his cable, and to sail his anchor out of the ground, but he does not tell us if he was ever so caught on a lee shore that he had to parbuckle his cable to the weather shrouds. In 129 Yachtsman. none of his boats was the mast fitted in a tabernacle. It was my experience to find that being able to lower the mast saved us, the only one, out of 15 yachts from being blown ashore one night. Fifty years ago he said that * flying will probably never triumph over the art of sailing to windward on a sea.” He had a perfect horror of the screw steamer, and saw in it a danger to the cruiser, but he had no visions of the motor-boat. As I sat sipping my tea recently in the Shipmaster’s house, looking at the petrol pump on the end of the jetty beyond Hy. Adams’ slipways, I wondered—just wondered what he would say of these things to-day. (** Down Channel” can, of course, be obtained from THE MODEL YACHTSMAN office.) E. E. M, == =| 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 300 words in length and must be written on one side of paper only, Correspondents are requested to read our note on this subject which appears elsewhere in this issue, BRITISH EMPIRE CHAMPIONSHIP RACE ENTRIES. Sir, Regarding your correspondent’s letter about Dear Editor, entrance As a South Australian in London, I am delighted to see so much news in THE MODEL Y ACHTSMAN this month of the doings in the Dominions. August issue, I am entirely in agreement with Spider, The photo of *‘ Wee Egg” shows a well-designed and fitted out model yacht which ought to do well against English “cracks.” On page 84 I notice what your Southern correspondent says about ** Miss Vancouver,” and it strikes one that the builders of this yacht could not have realised what the yacht would be up against in this country, as she must certainly have been well below the mark to require such alterations. ** Miss South Africa,’ I am told, is practically a copy of an English design. is sailed by an Englishman, and seems to have taken up new residence in this country. One is tempted to ask, when does such a yacht become naturalised, and also, if supposing she won, would it be a Dominions victory ? I sincerely hope that when Australia competes the yacht will be sailed by an Aussie, as from ** Wee Egg’s””’ photograph, I can see that she would give a good account of herself, so that if she wins it will he a real Australian victory. Yours, ADELAIDE. fees for the British races at Gosport, which appeared in THE MODEL YACHTSMAN, that far too small entrance fees are paid. It is perfectly true that the prizes given the last two or three years are considerably inferior to those that used to be given, but at the same time a very considerable amount must be spent on them, and they are at least four times as those given for an ordinary M.Y.A. event say for the 10-rater class (except one or two special races). For an ordinary half-day race 2s. or 2s. 6d. is charged as entrance fee. The British Championship lasts four days or eight times as long. Well, why not make the Entrance Fee £1 and have done with it There were 32 entries this year, and that would have provided most of the sinews of war required for the meeting instead of having to cadge round to get the wherewithal. It would surely be more dignified not only for the M.Y.A.. but for those who sail this class of boat and take part in this regatta if they paid for their own sport. It must,however,be remembered that the expenses of this Regatta are kept separate and not defrayed from the general funds of the M.Y.A., like all the other Class Championships. 130 The Model Vachitimat:: Mr. *‘Spider’’ mentions the “few men who do all these things for us in London.” Well these few men do deserve hearty thanks for their work. They get the thanks officially in dinner speeches, but among model yachtsmen one hears mainly grumbles. Now the grumblers ought to either make an effort to do something to really forward the sport Dear Mr. Editor, Could Mr. Se « rr ax — —— __ ___ RRS ATT ke WAR a ee ia os oo… ee he ed Ae Se 2 te oe oe AWee Ts 9 Ce PSS Ty to publish a at Monteith, together with their Rating Certificates as sailed, and any other particulars as would enable one to form an idea of the value of these observations ? of What we most desire though, is complete records carefully conducted tests between models of similar hull form, but having prototype and fin-and- skeg keels for 6-m., 12-m. and ‘“‘ A” class models. To feel that headway is being made, can it be said for fin-and-skeg models sailing to windward. 1. That a turbulent stream passes through the gap from lee to weather. eg PS BVT tT BRUCE. THE KEEL ROW. Dear Sir, With much pleasure I forward you the results of my trials with the two 36” L.O.A. (Littlejohn Design, published in your paper). the fin-and-skeg is known as “‘ May,” the full keel as ‘‘ June” ; the displacement of “ June” is 2 oz. more than “ May’s.” The first trial was a dead Beat and Run, and after five hours sailing the result was:—‘* May” 45, ** June ” 42 ; had it not been for a foul to “ June,” the scores would have been reversed. The second trial was a reach, the scores being :— “May” 32, “June” 19; the main reason of ** June’s”” score being so low was the rubber cord on the tiller was too thin, but before the third trial this was remedied by thicker, which evidently bettered her. The wind of the third trial was a reach at the start, but later turned to a beat and a run, but the scoring was kept as two and two, the result being :—‘‘ May” 12, “June” 36. During the sailing of these trials they were trimmed almost the same, and it was a pretty sight to see them neck and neck most of the time, one well-known model yachtsman watching them said he had never seen two models of the same design sail so close to each aiind be persuaded that there is agreement in the following five points Yours faithfully, ger Sete we see ee Me Sees necessary. Stewart record of his observations of *‘ Ritatu ” and * Ailsa ” by doing a bit of the work of legislation and arrange- ment without which the sport would peter out; if they don’t want to do a spot of the work, then let them cut out the grumbles, and be thankful that there are men public spirited enough to do the September 1931 other. The wind at these trials was pretty strong at times, and the full keel (“‘ June ’’), stood up to it better, but the main trouble with ‘‘ June’ was that to get her to brake tack, her Gye had to be made of }” (double) rubber cord as to “‘ May’s” 3”. All I can say now is that whoever wants some very interesting sailing try a 36” L. O. A. Yours truly, F. E. MATHEWS, M.Y.S.A. 63, Artesian Road, Bayswater, W.2. We welcome Mr. Matthews’ letter as being the most interesting we have yet published on this question and representing an intelligent effort to solve the problem. We would like to hear of more experimental work of this nature.— Editor, THE M.Y. 2. That it rises to the surface. 3. That it forms a concentrated wave. 4. That this wave is a source of lost driving energy. 5. That it crosses the main stream lines, resulting in a further loss of driving energy by breaking up the main stream lines. Will fin-and-skeg advocates disagreeing with any of the above points, express their theories ? Our next step which will be (6) is to investigate their cause. Will Mr. Stewart now tell us what causes the stream to boil through the gap, at least, so far as he understands it. Regarding ‘“ Valkyries” appallingly turbulent lee quarter wave, it would be better for the present, at least, to leave out all reference to the big fellows as it tends only to confuse the issue. In any case, we must not allow ourselves to be stampeded by an isolated case, especially on such meagre information. So far as we are aware, no such wave is formed with models. The other points raised in Mr. Stewart’s letter will be dealt with later on. The same applies to “* Facts ” facts. Yours sincerely, HENRY CHALMERS. Sir, In your correspondence pages of the July issue, Mr. Stewart makes a statement that “ Ritatu ’’ and “© Ailsa’ are from the lines of ‘‘ Artemis.” This is not correct, as “ Ritatu”’ is entirely my design and was built before I had the pleasure of b seeing Mr. Stewart’s ‘“ Ailsa,’ which I understand is an adaptation of ** Artemis.” Mr. Chalmers is correct in saying there is a difference, as “ Ritatu”’ is fuller amidships, finer at ends, and carries more sail than ‘* Ailsa.” Yours faithfully, WILLIAM M. SMITH. Gavrelle, Allanpark Street. Largs. Printed and Published for the Proprietors by H, G. Sronr, Town Green, Wymondham Norfolk, ihe : 36in. L.O.A. Wiode: : MODELS, > SHARPIES, etc., built to order only. Cold Best Material, Rig and Finish. a 80, The Chase, Clapham Common, London, S.W.4. 4 Water Trade J a SPECIAL NOTICE. D ‘‘“Marynthea.”’ “Dawn.” i | | Pp Pp FE R “Miss Vancouver.”’ ‘‘Miss South Africa.”’ SET B31. Birkenhead Competitors. faithfully portrayed and correct in detail. “Cresset.’”’ “PWlorinda”’ and ‘‘Muriel. ’ ‘Miss South Africa.”’ Based on 40 years actual knowledge and contact with these vessels. ‘ = : Change of Address: Start of Championship. ‘‘Herald.”’ SHIPS $: invited. ons, Red Lion Street, Holborn, W.C.6. J Famous CT y enquiries Gosport Regatta. British Empire Championship. SET A3t. Paintings ! Glue Heatproof. Photo Postcards of the Colour 2 ‘ Sample Tin 8d. post free. are really | era Water eur The best CASEIN GLUE for Model Builders PAR, CORNWALL. 30/3/31 Beautiful, and lexpect my boy bse “TEST,” Waterproof. From a ecunt Letter. “*The two boats you made for Mr. WOEPLCINVeEL isacnisman. : $ ‘© O O P F ‘ ha Te Sage World R. SET C31. Championship. Start of Championship. 20, Warren Road, WANSTEAD : ‘Six Counties’’ with owner. ‘eptabenGinee! E. ‘“Bostonia IV.” ‘“‘Hortensia IV.”’ “Argo III.” Crowds round the Scoreboard. First-class Vancouver SET D31. ‘“‘Hermoine.”’ For Model Yacht Building. “Argo Tre tin. for Decks, and any thickness up to 24ins. wide. ‘““Bostonia Ty.” This wood is without a blemish. 2 T. MARCHANT, LTD., Me imber ae Merchant dl eS ‘Hermoine”’ and is Aga ‘‘Bostonia. The International Competitors. rere All above are different Photos and are sold Verney Road, Rotherhithe New Road, price 2|/- per packet of six cards from THE LONDON, S.E.16 only sold in sets, which cannot be broken. Sq MSS MODEL y, YX YACHTSMAN Offices. Cards are In replying to Advertisers, please mention THE MODEL YACHTSMAN. te a _ ~ The Mode! Yachtsman. September 1931 | SAILS VV. Hi. BAUER S.M.M.C. Model Best Union Silk in 3 Grades and Yacht Repair Fit-out Service. Spars, Sails, Fittings and Accessories Flags & Pennants any size and design. for all Classes. SAIL CLOTH To order only. Becorative, Water-Line & old-time Ship Models Chas. Drown, Built 8, Ullswater Rd., West Restored. Workshops: Norwood, 10, Celbridge Mews, Porchester Road, LONDON, W.2 5.E.27. | and “RYLARD, “e0: The World’s Best Marine Varnish *“RYLARD” and ideal Varnish Enamel | for are Model Craft. Australian Sailing Yacht ‘“‘SCHEMER.”’ Sole Manufactures: Finished with ‘‘RYLARD.”’ LLEWELLYN RYLAND, LTD., BIRMINGHAM, England In replying to Advertisers, please mention THE MODEL YACHTSMAN.