Model Boats 2013-08

THE WORLD’S BEST-SELLER!

EE! FRA N

August 2013

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Build an Admiralty Motor Fishing Vessel using our full size plan

A Vintage Steam Yacht fully restored

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Weathering the Norwegian way!

Velox

Almost Ready to Run model reviewed

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Vol.63 Issue 753: August 2013

Published by MyTimeMedia Ltd Hadlow House, 9 High Street, Green Street Green, Orpington, Kent BR6 6BG Phone: 0844 412 2262 From outside UK: +44 (0) 1689 869 840 www.modelboats.co.uk

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BACK ISSUES & BINDERS

contents Regulars 6 COMPASS 360 General items, what’s on, comment and MYA News

Tel: 0844 848 8822 From outside UK: +44 2476 322234 Email: [email protected] Online: www.myhobbystore.co.uk

46 FLOTSAM & JETSAM John Parker with ‘Miss Eedee crosses the Channel’ from the archives

50 SCALE SAIL

EDITORIAL

Dave Petts discusses Waterproof Hatch Construction

PRODUCTION

52 MOORING POST

Editor: Paul Freshney PO BOX 9890, Brentwood, CM14 9EF Email: [email protected] Designer: Richard Dyer Illustrator: Grahame Chambers Retouching Manager: Brian Vickers Ad Production: Robin Gray

ADVERTISING

Senior Advertising Executive & Online Manager: Ben Rayment Email: [email protected] Tel: 0844 848 5240

MARKETING & SUBSCRIPTIONS Sarah Pradhan & Kate Scott

22 RANGE FINDER

Glynn Guest with hints and tips for the modeller

Dave Wooley’s Worldwide Review of Warships and Warship Modelling includes the second part of our Photo Tour of HMS Illustrious and Part 25 of his building project for the 1:72 scale Fleetscale HMS Daring,

54 AROUND THE CLUBS

MANAGEMENT

Head of Design & Production: Julie Miller Group Advertising Manager: Duncan Armstrong Chief Executive: Owen Davies Chairman: Peter Harkness

Ostend Ospreys and their fast electric racing

38 GALLERY

Jon Godsell presents FGS Frankfurt Am Main © MyTimeMedia Ltd. 2013 All rights reserved ISSN 0140-2910

56 READERS’ MODELS

Hermes, a unique digitally produced 3D working model is featured

The Publisher’s written consent must be obtained before any part of this publication may be reproduced in any form whatsoever, including photocopiers, and information retrieval systems. All reasonable care is taken in the preparation of the magazine contents, but the publishers cannot be held legally responsible for errors in the contents of this magazine or for any loss however arising from such errors, including loss resulting from negligence of our staff. Reliance placed upon the contents of this magazine is at reader’s own risk.

62 TEST BENCH

New items for the modeller

MODEL BOATS, ISSN 0140-2910, is published 13 times per year (twice in August) by MYTIMEMEDIA LTD, c/o USACAN Media Dist. Srv. Corp.at 26 Power Dam Way Suite S1-S3, Plattsburgh, NY12901. Periodicals postage paid at Plattsburgh, N.Y. POSTMASTER: send address changes to MODEL BOATS, c/o Express Mag, P.O. BOX 2769, Plattsburgh, N.Y., U.S.A. 12901- 0239.

65 READERS’ FREE CLASSIFIEDS

Your free private advertisements

44 BOILER ROOM

For plans, hulls, binders, books, back issues and many other products, please visit www.myhobbystore.co.uk or call +44 (0)844 848 8822 (phonelines open 9am - 5.30pm GMT) 4

Richard Simpson discusses Basic Lathe Work and Planning the Job

66 BMPRS NEWS

Stewart Rae reports from Nottingham

Special features

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40 WEATHERING?

Thor Bjaarstad describes his approach

48 ECHOES OF THE PAST

Dave Wooley meets some Battle of the Atlantic veterans

60 ALFOLD 2013 10 THE ADMIRALTY 90 FOOT MOTOR FISHING VESSEL

James Pottinger presents a popular model boating subject

16 VELOX

Terry Small reviews this almost ready to run model with its twin Voith Schneider drive units

30 ELIZABETH MORAG A VINTAGE STEAM YACHT RESTORATION

Jeremy Bull saves a model that fell on hard times

Model Boats August 2013

www.modelboats.co.uk

Dave Brumstead visits this popular Southern England charity event

Bow piece

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his issue takes me into my seventh year of editing this magazine and as the magazine is selling very well, I would conclude the current format has good all-round appeal, although it is being subtly tweaked as the years pass. Colin Bishop looks after the website and its associated forum on my behalf and our partnership should continue for the foreseeable future. Richard Dyer continues to design, that is to say lay out the magazine editorial articles, as well as doing the same job for Military Modelling magazine. Fortunately, he is an enthusiast of both hobbies, which means that he knows which pictures should be prominent and those which should not, hence the positive comments received about his work. From time to time, readers have asked if the print font can be increased in size. Well, yes it can, but inevitably the volume of content would have to be reduced to fill the same number of pages. To increase pagination would mean a cover price increase to cover the paper and printing costs and contributor expenses, all of which are a major proportion of the costs associated with magazine production. We cannot just add two or three pages to the magazine as in fact eight are printed together, so changes have to be in multiples of that number. On balance therefore, I do not intend to change the font size, although we are experimenting with alternative fonts that may be preferred visually, without affecting the magazine content volume to any degree. This issue includes a Complimentary Free Full Size Plan drawn by James Pottinger for an Admiralty 90 foot Motor Fishing Vessel. Jeremy Bull, a keen model restorer, has penned an article about saving and rebuilding a model vintage steam yacht and Terry Small returns to these pages with his review of the almost ready to run Voith Schneider twin drive unit Velox tug. For the price of this model, you would be hard-put to get all the materials and running gear together, and then it would still have to be built and painted. There are also all the usual regulars and a bit more, so I hope that as usual there is something for everyone in this issue. Paul Freshney - Editor

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signals Workshop Training Courses 2013

COMPASS 360 EDITORIAL CONTACT - Paul Freshney You can reach the Editor, Paul Freshney, on 01277 849927. The editorial postal address is: Model Boats, PO Box 9890, Brentwood, CM14 9EF. The email is [email protected]

PLANS SERVICE CONTACT - Call 0844 848 8822 The Plans Service is expanding all the time! Over 3000 plans for model builders of all persuasions, Aircraft, Boats, Locomotives, Traction Engines, Steam and IC Engines - we even do Woodworking plans. To purchase plans, please call 0844 848 8822 See and buy all of these at www.myhobbystore.com

Kirklees Model Boat Club Their Naval Day is on Sunday 8th September, 1000hrs to 1600hrs at Wilton Park, Bradford Road, Birstall, Batley, WF17 8JH. Free parking and refreshments, static and on the water displays. The event is also open to other types of models. Contact Stan on tel: 0113 2675790 after 6 p.m. or email: [email protected] for further information.

Burwood Spring Festival, Sydney Australia The St George Model Boat Club (as a key exhibitor) will be exhibiting and sailing at the Burwood Festival, 22nd September 2013 held in Burwood Park. Burwood Festival is the largest annual community event in Sydney’s Inner West. Fellow modellers and those interested in radio control boats are welcome to come and say hello. Full details can be found at the club’s website: www.stgmbc.org.au or www.burwoodfestival.com.au.

The Midlands Model Engineering Exhibition

A reminder that that is being held at the War wickshire Exhibition Centre from Thursday 17th to Sunday 20th October 2013. This is a show for model engineers and is supported by around 50 specialist suppliers and over 40 clubs and societies. Although primarily for model engineering, there is some support from model boat clubs and of course the trade stands have many of the materials, bits and pieces that model boat builders may require. Website: www.modelengineeringexhibition.co.uk, or tel: 01926 614101.

Huddersfield Society of Model Engineers

They will be holding a Regatta and Open Day at their Highfields base on Sunday 11th August 2013. The regatta will be an open scale steering event and general sailing. The society also welcome radio control trucking and have a 5 and 7 1/4 inch railway as well. All the three sections of the society will be operational on the day. As well as the pond, the 440 foot

6

railway track which runs around the Highfields base will be offering free train rides to visitors on the day. There is free on-site parking and catering facilities. Entr y is free and there will also be some boats and trucks available for visitors to tr y on the day. A further event on Sunday 22nd September is for the Vic Briggs & Frank Dyball Trophy. The venue is just a short distance from the Huddersfield ring road, postcode HD1 5NG. From the A629 Huddersfield/Halifax road, turn into the cobbled Highfields Road. Highfields is the next turning on the left which follows round to the car park. For further details on any of these events, please contact Mr. Richard Lyons, HSME Secretary, tel: 07930 330450, email: [email protected].

International Radio Sailing Association (IRSA)

May 2013 Press Release The Executive Committee recently had their 2013 annual meeting. The minutes of that meeting, together with the officers reports are available on the IRSA website: www.radiosailing.org. There has been considerable activity from around the world concerning the sport and the association are pleased to welcome Israel and Turkey as new members to the organisation and Chile’s application is in the process of being ratified, increasing the membership to thirty one active members. Jim Atkinson is the new Regional Officer for the Americas and his background and profile will soon be appearing on the website. The 2013 IOM World Championship will be held between the 11th & 19th October in Israel. The Netherlands has applied to run a Radio Marblehead World Championship in 2014. To stimulate competition in the 10 Rater and Radio A classes, IRSA wish to encourage applications to host International and World Championships from their members and also hope that new classes such as the R65, RC Laser, Micro-Magic and similar groups will consider joining the association.

Following on from last summer’s week long training course and the series of one day workshops last winter, the Royston and Saffron Walden Model Engineering Clubs will be holding further courses later this year, plus a new one. Course details and dates are: Basic course in bench work and machining: Monday 5th to Friday 9th August. More advanced machining and setup work: Monday 19th to Friday 23rd August. Machine tool refurbishment: Monday 28th October to Friday 1st November. This new course will be for the restoration of old and worn machines, and returning them to accuracy; some of the machinery to be worked on may be available for sale to participants at the end of the course. If participants wish to bring along any machine to be worked on they may do so, but it must be small enough to be manhandled. The cost of the three courses will be £380 per week each. Saturday workshops 2014 These will commence Saturday 11th January 2014 and run fortnightly to Easter 2014. They run on the basis of ‘Bring what you are working on’ and use the school’s facilities, with John available to help if participants need so desire. These courses are held at the Meridian School, Royston, Hertfordshire, who have excellent workshop facilities for metal working and woodworking. As before, they will be lead by John Winson, whose many years of experience as a toolmaker and owner of a precision engineering company will be at the disposal of the participants. If any readers are interested, they can write to Alan Petrie at 21a Lotfield Street, Orwell, Royston, Hertfordshire, SG8 5QT, or email: [email protected] who will be pleased to send a descriptive brochure and application form.

Members are continuing to use the forum, where their views and ideas can be aired for general inspection and by the association officers in particular. The Executive Committee look forward to receiving any comments concerning the latest meeting and comments should be sent to the Secretary or posted on the forum. Robert Hobbs, Publicity Of ficer, 20th May 2013

Southwater Dabblers MBC This club is holding their second model boat regatta and show on the 7th/8th September 2013 at Sumners Ponds, Chapel Road, Barns Green, Horsham, West Sussex, RH13 0PR, and is open to any interested clubs. Contacts fro more information are Chris Eager, tel; 01798 873386, or Alan Woodroffe, tel: 01903 264387. The emphasis is on open sailing on the lake in a free and relaxed way.

Active Scale Models New model shops are relatively unusual nowadays, but model makers in South East Essex will be pleased to know that Active Scale Models have done just that. Judging by the website pictures, the shop would seem to be well-stocked with a wide range of materials and kits of all types, etc. Perhaps of equal impor tance is that there is a decent website with the items stocked all listed, as are the opening hours. The shop is at Unit 22, Foundr y Business Park, Hockley, Essex. SS5 4HS, tel: 01702 202155, website: www.activescalemodels.co.uk.

Southern Model Airshow This is confirmed as being held this year at a new venue, Headcorn Aerodrome in Kent, near to Maidstone on 14th & 15th September 2013. This event has a large model boating input and good trade support across the whole modelling spectrum. The show is not just for the model enthusiast as there will be things to interest the whole family including children’s amusements and crafts.

www.modelboats.co.uk

Doors open at 1000 hours on both days and tickets are priced at £10 per adult, £8 per child, or £30 for a family ticket (2+2). Two day tickets are available from £14 for a child and £18 for an adult, family £52. Overnight camping is available at the aerodrome site, from £8 per night. Tickets and camping can be booked in advance at: www.heritage-events.co.uk.

The Model Boat Convention 2013

A reminder that this is being held on Saturday 24th & Sunday 25th August 2013 at Haydock Park Racecourse,
Newton-le-Willows, Haydock,
WA12 0HQ. There will be hundreds of models on display and all under cover, together with specialist trade stands,
model boat supplies and equipment traders.
On each day there will be children’s activities, including ‘have a go’ and events outside. Admission is £6 for adults, children (5 to 16) are £2 and under fives’ are free. Opening times on both days are
10.00am to 5.00pm. Refreshments are available on site at reasonable prices, together with free parking as well as facilities for the disabled.
Further details from Mrs. Jean Barlow, email: [email protected] or please check the website:
 www.modelboatconvention.co.uk.

Deans Marine Open Days

These are being held on 13/14/15th September 2013 (Friday to Sunday, 1000hrs to 1700hrs) and are open to all model makers. Entry is free, although there is a charity box and a number of clubs are supporting the event, including some from Europe. There will be a test pond, refreshments and additional trade support. For full details of location and further information please either check the Deans Marine advertisements or website: www.deansmarine.co.uk.

Model Boats August 2013

signals

ROGER STOLLERY reports from Guildford MYC

MYA 10 Rater 2013 National Championship

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raham Bantock sailed his radio controlled Diamond design superbly, to win this Championship again, in difficult and unpredictable light fluky wind conditions in 17 races, against the biggest fleet of 10 Raters in recent times. Guildford Model Yacht Club were delighted to receive 26 entries for this event from 15 clubs including three from France because this was nearly four times the 2012 entry. This is as a result of a remarkable revival of interest in the oldest of the International radio sailing classes. The 10 Rater class was created in the 1880’s with a very simple idea relating waterline length and sail area, so that the longer the boat, the smaller the sail area. The class may be old, but modern 10 Raters are state-of-the-art and are magnificent performers with their light displacement, narrow beam, high stability and plenty of sail. The beautiful sleek appearance with long overhangs has recently attracted enthusiasts from two full-size sailing clubs and there is now a regular racing available every week at Frensham Pond Sailing Club. The Guildford MYC Abbey Meads Lake was an ideal venue for this event, because of the ability to set long courses with good visibility from a raised control area. The steep bank has been a problem in the past, but Terry Rensch’s fantastic new steps have made access to the launching area much easier and safer.

Saturday Light easterly winds and beautifully warm sunshine greeted competitors at Abbey Meads, Chertsey. Principal Race Officer (PRO), Martin Crysell, set a 700 metre long windward/leeward course with a leeward gate and windward mark spreader. The wind varied both in direction and strength and gave advantage to those who could best follow the constant changes. The Race 1 winners were ex-IOM world champion, Trevor Binks and Andy Lunt. Race 2 saw Graham Bantock come to the top with Trevor Binks second and Hugh McAdoo third. Trevor maintained his consistent performance in Race 3, but was beaten by Andy Lunt. Graham Bantock came back to win Race 4 in front of Trevor with last year’s champion, Peter Wiles, sailing his Tension design into third place. After lunch Graham won Race 5 in front of Colin Trower, who maintained his challenge to win Race 6 ahead of Peter Wiles. Graham then had a consistent run of races winning Races 7, 8

Vic Smeed’s forgotten designs

How many model makers haven’t heard the name Vic Smeed? Not many, especially the older generation. He wrote numerous books on model making, his name appears in many old model magazine publications and many of his plans are still available today. Model

Model Boats August 2013

and 10, only losing out in Race 9 to Trevor Binks. Patrice Montero from the south of France and MYA 10 Rater champion in 2011, also had a consistent run with three thirds in these races. After all of this, the competitors retired to a local hostelry on the banks of the River Thames to enjoy a relaxed three course dinner, which had been carefully orchestrated by Terry Rensch.

Guildford Model Yacht Club to encourage older 10 Raters to take part in the championship and was presented to Nick Whyte, who sailed a 12-year-old ROK Marblehead hull with a large rig as a 10 Rater. There were six older 10 Raters that qualified to race for this trophy and it is to be hoped that there will be many more next year.

Sunday

The yachts

With the wind forecast to come from an opposite direction, competitors were again on the south bank and the wind gradually increased from nothing to a light breeze, but was hopelessly inconsistent and during the day came from every direction except from the East. The PRO, Martin Crysell, set a similar windward leeward course with a gate in the forecast West South-West direction. However the wildly inconsistent wind at times gave a lot of reaching both ways with winds both from the North and the South. Some of the gusts were strong enough to promote some planing for the lighter boats from both these directions. Race 11 was won by Patrice Montero with Colin Trower second and Roger Stollery sailing his Crazy Tube Ten was third. Colin maintained his challenge to win Race 12 from Graham Bantock with Derek Priestley third. Graham came back to win Race 13 with Derek Priestley second and Patrice Montero third. Alf Reynolds, who had been struggling with technical problems throughout the championship weekend with his modified Peken design, sailed a brilliant Race 14 to win from Colin Trower. Colin maintained his challenge to win Race 15 from Trevor Binks and Graham Bantock. Graham came back to win Race 16 from Colin and Peter Wiles. After a couple of bad races, Patrice Montero renewed his challenge to win the final Race 17 from Robbie Nevitt sailing a Maverick design and Hugh McAdoo. Martin Crysell and the six man GMYC race team were thanked by the prize winners for running a good event in difficult wind conditions. Graham Bantock commented that with the bigger entry the pressure of competition had been tougher than in previous years. The prizes included a furthest travelled prize, which went to Eric Van de Kindere, who had driven from Marseille to sail at this championship event. A brand-new trophy, The Classic Cup, was presented by

Racing was dominated by Graham Bantock designs. Where designs have not been mentioned in the text this is because they were all Graham’s designs, with the Diamond being the most popular. There were half a dozen ‘crossover’ 10 Raters, based on a Marblehead hulls with a big rig. In the light winds these perform very well as could be seen from Trevor Binks’ results, and in the stronger winds the off-wind speed of the swing rigged Crazy Tube was exceptional. The majority of boats were sailing on the waterline of approximately 1250 mm, with sail areas in the order of one square metre. Apart from two swing rigs and a rotating Waliki wing mast rig with a fat head, the majority of the rigs were very conventional, both in sail plan area and in detail. There were three DIY boats and these were all made by their designers. There is no need for a large expense to compete in this class as a boat had recently been purchased for just £180 complete with several rigs and the owner thoroughly enjoyed his racing experience this weekend.

building as a hobby was given a tremendous boost, when in 1975 the BBC TV series Model World was shown and Vic appeared in this programme. Some time ago, Tony Hadley collated a list of Vic’s plans and this was added to the website in the Members’ Contribution section. Readers who visit the website can easily find this list. That item included a

www.modelboats.co.uk

Above left: 10 Rater racing at it’s best! Above right: Time for a cup of tea after a race! (Photo courtesy of John Townsend)

Below: Nick Whyte from Dartmoor Radio Sailing is a relative newcomer to the 10 rater scene and was absolutely delighted to win The Classic Cup with his 10 year-old boat. (Photo courtesy of John Shorrock)

The MYA This organisation has an excellent website from which information about membership, the affiliated clubs, classes raced and forthcoming events can be obtained: http://myauk.wordpress.com. l

Results - top 10 only 1. 2. 3. 4. 5. 6. 7. 8. 9. 10.

Graham Bantock, Chelmsford, Diamond Trevor Binks, Eastbourne, Prime Number Ten Colin Trower, Hampton Court, Diamond Patrice Montero, Le Ciotat FRA, Diamond Peter Wiles, Poole, Tension Hugh McAdoo, Guildford, Diamond Roger Stollery, Guildford, Crazy Tube Ten Graham Frazer, MYSA, Diamond Andy Lunt, MYSA, Prism Eric Van de Kindere, Le Ciotat FRA, Graffico

request for any of (the late) Vic’s designs which didn’t appear on the list and have been lost over the years. Four more of the not-currentlyavailable designs have been found as a result of further research, or kindly provided by forum members, namely Moonsong, Twinkler, Tom Tom and a 560mm Air Sea Rescue Launch. For

readers interested in Vic Smeed’s designs, which have all stood the test of time, please visit the MB forum and see the excellent research carried out by Tony Hadley, either on the front page of the website or find it under Features Member Contributions. A big THANK YOU to Tony Hadley for his efforts - Editor

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Model Boats August 2013

The

Model 17 Tremorvah Barton Tregolls Road, Truro Cornwall, TR1 1NN

Dockyard Hunter 12 gun Cutter 1797 1:72 440mm Rattlesnake Privateer 1779 1:64 697mm

£134.76 £222.62

Mail order Only. Sorry no callers Phone line open Mon-Fri 9am- 1pm

Iowa 1:400 US Battleship 1942 680mm £26.52 HMS Dreadnought 1:200 £26.50 HMS Cambeltown 1;200 scale 470mm £25.95 Normandie French Liner 1:400 scale £25.95 Yamato. Japanese Battleship 1:400 scale 685mm £23.95 Grosdeutschland Superbattleship 1:400 £23.44

Hull and Plan Sets Victoria Steam Launch 1:12 scale 762mm Pilot 40 . Pilot boat 698mm Bluebird Of Chelsea . 1:24 scale 654mm Forceful Paddle Tug Hull only. 1:48 1003mm Guardsman Customs launch 1:32 scale 571mm Burutu & Bajima Tug 1:50scale 768mm

Tel UK: 01872 261755 Tel Int: +44 1872 261755

www.model-dockyard.com U.K Delivery

£40.45 £50.45 £46.95 £51.49 £37.45 £47.45

Order value up to £50 Add £5.00 Over £50 & up to £190 Add £9.00 Over £190 Free Delivery Free delivery does not apply to shipments weighing over 2 kilos, being sent to the Channel Islands or Northern Ireland. Delivery here will be charged at cost.

Orders are sent by 1st class post or UPS carrier. Large parcel deliveries to Scottish Highland and Islands, the Isle of Man, Isles of Scilly and Northern Ireland will be shipped by 3 day UPS carrier . Deliveries to Channel Islands will be shipped by Euro 48 service

We ship Worldwide too All prices correct at time of going to press but we reserve the right to supply at the prices ruling at the time of order despatch. E&OE

£215.76 £189.00 £159.80 £117.58 £125.68 £137.94 £134.26 £289.64 £206.92 £261.66 £112.95

Panart Kits H.M.S. Victory Nelson Flagship 1:78 1300mm £395.10 Between Decks Gun Section 1:23 250mm sq. £99.00 Open Whaler 1850 1:16 scale 615mm £139.50 HMS Victory bow section1:78 scale £179.95 San Felipe Spanish 3 Decker 1:75 960mm £670.00 Armed Naval Pinnace 1800 Scale 1:16 620mm £139.50 Royal Caroline 1749 Royal Yacht 1:47 830mm £269.95 H.M.S. Victory’s 34 Ft Launch 1:16 620mm £139.50

£179.98 £157.41

Diana 38 Gun Heavy Frigate 1:64 1180mm £472.45 Cruiser.1797. 18 Gun Brig 1:67 scale 850mm £206.98 Snake 1797 18 Gun Sloop 1:67 scale 910mm £206.98 Mary Rose. Tudor warship 735mm 1:80 scale £260.98 Brig Supply 1759. Yard transport 1:64 675mm £146.23 Agamemnon 1781. 64 gun ship 1:64 1300mm £661.45 Endeavour. Bark 1768. 1:64 scale 725mm £245.65 HMAV Bounty. 1789. 1:64 scale 660mm £202.45 Sherbourne. 8 Gun Cutter 1763. 1:64 500mm £75.55 Mars: 18 gun brig 1:64 790mm £202.45 Jalouse brig 1794 1:64 815mm £224.96 HM Yacht Chatham 1741 1:64 scale 530mm £89.96 Convulsion. 1804 1:64 scale 530mm £96.71 Schooner Ballahoo. 1804 1:64 scale 520mm £62.96 Victory 1781. Nelson's flagship 1:72 1385mm £746.98

Amati Kits Dutch Royal Yacht in Bottle 1:300 95mm Hannah U.S Schooner in Bottle 1775 Egyptian Ship Sahure Dynasty 350mm Greek Bireme 480 BC 560mm Viking Ship Oseberg 1:50 440mm Santa Maria 1409 540mm Pinta 1409 450mm 1:65 scale Nina 370mm 1:65 scale Albion. Scandanavian ketch 1700 390mm Mayflower 1620 1:60 scale 650mm

£46.93 £46.93 £77.57 £77.57 £105.14 £123.52 £94.93 £94.93 £72.54 £174.59

Granado. Bomb Ketch 1756 1:64 scale 785mm £220.48 HM Brig Badger 1778 1:64 scale 600mm £177.12 HM Schooner Pickle 1778 1:64 scale 565mm £130.46

Caldercraft R/C Kits

Chinese Junk Scale 1:100 400mm Arrow. American Gunboat galley Xebec.1753 720mm 1:60 H.M.A.V Bounty 1:60 scale 750mm Robert E Lee 1:150 600mm New Bedford Whaleboat 1:16 550mm Bluenose. Fishing Schooner 1:100 540mm Q ship Hunter 580mm scale 1:60 Titanic. Liner 1912. 1:250 scale 1070mm Riva Aquarama. With Transmission kit Endeavour J Class. Wood Hull 1:80 480mm Rainbow J Class.Wood Hull 1:80 510mm Endeavour J Class 480mm Preformed Hull Rainbow J Class 480mm Preformed Hull Enterprise J Class 480mm 1:80 Shamrock J Class, 445mm Preformed Hull Ranger.1:80scale 470mm Preformed Hull Endeavour J Class 1:35 scale 1130mm Roger B Taney. Revenue cutter

£87.78 £97.99 £155.95 £227.95 £249.95 £122.50 £89.82 £95.95 £389.95 £509.57 £83.69 £83.69 £79.61 £79.61 £79.61 £79.61 £87.78 £259.95 £115.35

Joffre. 1916 Tyne Tug. Imara. Twin Screw Berthing Tug Milford star. Post war East Coast side trawler Marie Felling single screw steam tug North Light. Steam Clyde Puffer Schaarhorn. Steel Steam Yacht Resolve. Twin Screw Admiralty Tug Amaranth. Motor Fifie SS Talacre. Single hatch Steam Coaster Cumbrae. Diesel Clyde Pilotboat Sir Kay Round Table Class Minesweeper

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£116.95 £854.14 £179.10 £99.00 £112.50 £44.95

Victory Models Kits Lady Nelson Cutter. 530mm NEW Edition Granado. Bomb Ketch 1756 1:64 800mm HMS Fly. Swan Class 1776 1:64 800mm Vanguard. 74 gun 1782 1:72 1171mm HMS Pegasus Swan class 1:64 800mm Mercury: 20 gun Brig 1820. 1:64 860mm

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FREE

free plan

PLAN !

The Admiralty 90 Foot Motor Fishing Vessel JAMES POTTINGER presents a Free Plan of a popular subject Top: MFV 1567 ran trials in September 1945 and was built by Richards Ironworks at Lowestoft. Shown here with mizzen sail rigged and prominent companion way access to the main hold. Note the white ensign. She later had the successive names of: Marchwood Mariner, Delia Robertson and Deep Venturer. Photo courtesy of The World Ship Society Photo Library.

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ossibly the last remaining examples of the once numerous ex-Admiralty Motor Fishing Vessels (MFV’s) still fishing around our coast were the Penzance registered beam trawlers, Elizabeth Caroline and Elizabeth Ann Webster. These were two of the 90ft class built as MFV 1568 and MFV 1570 respectively in 1946 by Richards of Lowestoft. Until a few years ago there were a fair number of these boats of the smaller 61ft and 75ft classes around the Scottish ports in particular, with a number in Shetland, but these have gradually been superseded by more modern craft. The origins of these boats may not be known to obser vers who may have noted their generally finer lines in comparison to the more beamy modern fishing boats, and at this late stage it is of interest to recall the background of these once numerous craft seen around the fishing ports and naval bases in their original configuration.

History

It can be appreciated that a great number of various types of small auxiliary vessels of all kinds are required to provide the service necessary to sustain the needs of major and other types of warship in the UK and abroad. These duties would naturally include carriage of personnel and stores, but the exigencies of WW2 were such that many duties not first envisaged were then added to the list. The Admiralty MFV’s were thus conceived to fulfill these many and miscellaneous tasks with the hope that they could, when suitably modified, be quickly incorporated into the UK fishing fleets after the cessation of hostilities. The situation in the early days of WW2 was such that almost all seaworthy, and some not so seaworthy, craft had been requisitioned by the Admiralty and in this context were included pleasure craft, yachts, small ferries and steam and motor drifters. By mid-1940 almost all the craft which could function had

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been allocated duties of some kind or another within the armed forces. After two years or so, it was realised that the wastage associated with their hard usage was becoming serious, especially in the case of the more lightly built craft not designed or constructed to withstand the harsh treatment often meted out by their relatively inexperienced crews, many having their first taste of small boat handling. This led to the total loss or virtually irreparable damage of many boats, including many of the larger Zulu and Fifie type fishing boats which never returned to their home ports. Such was the build-up of naval forces and the congestion caused by convoys of merchant ships, they could not always be contained within the confines of the UK harbour and dock systems. The need to get underway in event of a surprise air attack, from which ships were increasingly vulnerable, was another reason for mooring ships in exposed roadsteads. All of this meant that the small support craft had to operate in windswept and tidal anchorages and the consequent damage when coming alongside pontoons or steel vessels soon reached a level where it became necessary to consider some programme of replacement to continue to fulfill the crucial and demanding duties performed by these small craft. It had been noted that many of the fishing boats which had been requisitioned, had shown excellent seaworthiness during war service, which indicated that their designs could profitably be used as the basis of the much needed replacements. In view of this, a directive was issued from the Admiralty to the Director of Naval Construction (D.N.C.) to prepare a design for a large building programme of such craft. This was in 1942 when the outcome of the war was still by no means certain, but with admirable foresight it was considered that these vessels could form the nucleus of the UK fishing fleet after WW2. So their design and construction was framed around specifications which could hopefully ensure their ready adoption by fishermen after the war, together with a minimum of modification. This foresight was most commendable, as ex-Admiralty MFV’s in their different sizes were to provide the backbone of the Scottish fishing fleet after WW2 when the majority of the previously requisitioned boats were either lost or in no fit state for further use. To ensure that the specific needs of the fishermen from the various areas of Britain could be largely satisfied, it was necessary to consult a number of authorities, among these being the Ministry of Agriculture and Fisheries and the Fishery Division of the Scottish Home Department. In addition, the D.N.C. staff also considered the conflicting requirements of fishermen from as far apart as Cornwall and Shetland. It was quickly realised that in addition to the needs of fishermen, there were strong differences between the fishing centres as to the optimum design. This was not surprising when one considers the diversity of physical operating conditions and geographic locations included within the scope of these consultations, namely the nature of fishery, range of tides, berthing conditions, plus the prevailing wind and sea directions which had shaped the design and construction of boats over many years previously when operating in any one particular sea area. Even personal and human factors often exert a great influence on types and to marry all these conflicting requirements into one design was a near impossible task. As a result of the initial considerations a design was worked out for a 61.5ft boat and

Model Boats August 2013

free plan construction was subsequently authorised for a relatively large number of these wooden craft. However, many interested parties, mainly in East Anglia, hoped that steel hulls would be built, but a number of factors mitigated against this method of construction. The main reasons being that neither steel supplies nor yards familiar with the construction of steel vessels could be made available due to other more pressing needs and in addition, the use of wood allowed construction to be within the skills-base of traditional fishing boat and yacht builders. Given all these constraints, the building programme was predominantly duly entrusted to boatyards which had previously been engaged on the construction of wooden minesweepers and to those previously judged too small to built such craft. Thus, the full potential of the numerous small boatyards around the country was utilised. By this time plans were also being formulated which would entail the capture and use of Axis held bases in addition to operating out of friendly overseas ports and in view of this, the likely need for an even larger number of boats became self-evident. This in turn led to a proposal to the extend the range by a further two types, one suitable for hoisting aboard large ships for transfer overseas and another of a size which would allow them to make trans-oceanic passages to operational zones with the requisite fuel range necessary. To satisfy the above requirements, it became necessary to extend the range of designs to include a 45ft foot and a larger 85ft boat. Scottish representations decreed that a boat 75ft long be the upper limit and the Scottish Herring Fisheries Authority were of the opinion that that this size would be the more suitable for operations on the eastern seaboard of Scotland. On the other hand, East Anglian interests promoted the adoption of an even larger boat than had been contemplated and this was to be 90ft long. In the end it was decided to extend the range to four types. A 45ft long boat (actually just under 50ft long). A 61.5ft boat. A 75ft boat especially suited to the Scottish east coast ports. A 90ft boat (actually 97ft long). The largest class was based on a design prepared as a drifter trawler by the well known fishing boat builders, Richards of Lowestoft. However, as their original design was for a steel vessel, the plans had to be revised to suit wooden construction and other specific Admiralty requirements. This yard carried out most of the preparation work for this large design of MFV. All the boats were built by a wide variety of establishments with no less than 78 yards being engaged on their construction in the UK, all round the coast and including many yacht and traditional fishing boat builders.

Construction Due to the general shortage of skilled personnel of all trades during WW2, many of the yards engaged on MFV construction had to recruit ‘house carpenters’ and it is recorded that the standard of their workmanship following a period of familiarisation was not significantly inferior to that found in the average boatyard building similar vessels in pre-WW2 days! It was necessary however in some instances to add packing seam strips on the early vessels to hold the caulking cord in the planking seams and to see daylight between the planks of un-caulked boats was not that unusual. The main framing was usually of oak, grown ‘crooks’ being utilised where available and planking was larch or Oregon pine. East

Model Boats August 2013

Anglian builders were more disposed to the use of oak throughout for planking, but other builders limited its used it for just sheer, garboard and bilge strakes. In the absence of grown crooks, some builders with a large volume of orders resorted to straight grain oak frames on a double futtock pattern without any detriment to strength, although there was a weight penalty. Some tentative steps were taken to utilise composite construction on a few craft, but the universal shortage of steel and specialised steel workers precluded its wider adoption in marked contrast to today, where on any wooden fishing boats still being built, steel beams and brackets etc. are universally adopted. Again, in contrast to the present day preference for a transom stern, the use of the pointed cruiser stern was deemed to be the most desirable, mainly on the basis of generally having to run to a lee shore before the wind on the East Coast of Britain, with the added danger of often having to enter narrow harbour entrances between breakwaters to reach a safe haven. The gradual increase in size and power of current fishing boats has tended to reduce this concern, although a number of skippers still prefer the cruiser stern to the broad transom for the handling and towing of seine nets.

Above: MFV 1544 ran trials in August 1945 and was built by Rowhedge Ironworks of Rowhedge. She was sold out of service at Chatham in November 1993. She only has one mast, but there is a stump still in a tabernacle behind the funnel. What appears to be a companionway abreast the casing on the port side is in fact a deck toilet. She flies the RMAS blue ensign with yellow anchor above a simulated wave logo at the stern. Photo courtesy of The World Ship Society Photo Library.

Engines The choice and availability of engines was restricted due to other pressing wartime priorities and what was available generally had to do. The almost universal criticism from fishermen after WW2 was that the boats were under-powered, but this has to viewed in the light of the restrictions applying at the time. The largest boats had 240bhp engines; the 75ft boats were fitted with 160bhp engines; the 61.5ft class had engines ranging from 88bhp to 120bhp and the smallest boats had 60bhp units. All were diesel, except some of the smallest class which had Chrysler petrol engines. A modern fishing boat of 75ft, but Right: MFV 1564. built by Wivenhoe Shipyard, lent to Marine Biological Association as Sabella. Returned to Admiralty as fleet tender Sybella. Sold after grounding in 1956 and renamed St. Clair PZ199. This copy of advertisement, shows the Crossley diesel engine fitted to the 90ft MFV’s.

with considerably more beam and displacement would have anything up to 700bhp installed! Some mechanical installations on the larger boats had air start and were not directly reversible, so the engine had to be stopped and restarted each time a change of rotation was required. Not unsurprisingly, this led to a few bumps when coming alongside and also panic when the contents of the compressed

Above: Platessa LT205, built as MFV 1576 by East Anglian Constructors at Oulton Broad ran trials in April 1946. She was sold to the Ministry of Agriculture and Fisheries and converted to a fishing research vessel. Sold to private owners in 1968 and after sinking in Hamilton Dock in 975 she was eventually hulked at Lake Lothing where her remains lay for many years. Below: Another view of MFV 1567. The top of the aft mast has been removed; the prominent bull’s eye and towing eye on top of the stempost can be seen in this view. The smaller companionway hatch leads to the captain’s cabin located between the engine room and the main hold. A canvas cover hides the trawl winch in front of the wheelhouse. Photo courtesy of The World Ship Society Photo Library.

free plan Hull protection In view of past experience of wooden boats in service in the Mediterranean, the question of suitable sheathing on the underwater part of the hull was given some consideration. The depredations of tropical borers and worms and lack of suitable slipping facilities would soon cause unacceptable loss of use, so with this in mind some investigations were carried out in India from the standpoint of the necessary maintenance of wooden harbour craft. A number of alternatives were thought to be suitable. These included wood sheathing, Muntz metal or copper cladding, iron and lastly zinc, these two being deemed unsuitable owing to a short service life, but wood sheathing had at least the advantage of being readily available and did not encourage any galvanic effects due to dissimilar metals as iron fastenings being used in the construction of the hulls. Wood sheathing was adopted initially, but this cladding procedure took a considerable time to fit properly and in addition, the creosote impregnation was found to be insufficiently thorough. In any event, the experience of copper sheathing on iron fastened wooden planked minesweepers had been sufficiently encouraging for adoption of that instead. Muntz sheet metal was used where the nail heads were punched under the surface and a coating of tar and a layer of felt applied prior to sheathing which itself had a coating of composition to inhibit galvanic action between the metal and such exposed ironwork as the skeg and rudder fittings.

Above: Elizabeth Caroline PZ 293, port side. Photo courtesy of Steven Wilson.

After WW2 Above: The melancholy sight of the breaking-up of a wooden boat. This is the Elizabeth Ann Webster PZ291 being broken up at Newlyn. This shows the close spaced frames, deep beam shelf under the deck beams and belaying beam fitted inside the bulwark stanchions and note the addition of a Kort nozzle. Photo courtesy of Martin Jones.

At the outset, the proviso that these craft be readily adapted for fishing use ensured that no major structural alterations would be required when sold out of naval use. For this reason the extra deckhouses fitted aft and over the main hatch could be easily unbolted and removed to allow a conventional deck arrangement to be achieved. For many years however, the distinguishing feature of ex-75ft MFV’s was the upright funnel on the casing top until new wheelhouses and casings were fitted. This funnel was retained initially on the 90ft boats, but many had the original deckhouses replaced by a modern steel wheelhouse and galley. In this larger class of the so called 90ft boats, a total of 107 were ordered, but 10 later cancelled. They were numbered MFV 1501 to 1607.

Builders

Above: Marie Claire PZ295 as a beam trawler. The addition of all this gear and steel superstructure has obviously reduced her freeboard noticeably. Photo courtesy of Martin Jones.

air bottle was reaching its lower limits! My late father served on a few such vessels based at Oran and Algiers for a period in the Royal Navy during WW2 and he frequently referred to such incidents.

Transport? As already stated, it was intended to transport the smaller classes overseas on the decks of cargo ships, but due to the shortage of tonnage and the necessar y loading equipment, it was decided to fit out the MFV’s in order that they could make ocean passages under their own power. This was successfully achieved and many boats found their way to the Mediterranean and eventually on to the Far East. Passages to Gibraltar and to Malta were regularly accomplished, additional supplies of fuel being carried in drums stowed in the hold

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with hand pumps provided to pump the oil to ready use tanks. Additionally, a steadying suit of sails was carried, which in an emergency would enable them to reach a port on a lee shore and similar suits were fitted to the larger boats prior to their extended ocean passages. Indeed, with steadying sails set, their performance in heavy weather in convoys was often envied by their more lively companions and no adverse reports were received. These voyages were to be repeated in 1984 when the Shetland fishing boat 75ft Welfare, ex-MFV 1052, built by R. Ir vin & Sons at Peterhead, was sold to Maltese owners and sailed there under her own power. The Minion class tug Roundshot also made the journey from UK to Singapore escorting several MFV’s to Cochin, calling at Gibraltar, Malta, Port Said, Massawa and Aden en-route.

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These were: Richards Ironworks, Lowestoft. Frank Curtis, Par, Cornwall. Rowhedge Ironworks, Rowhedge. East Anglian Constructors, Oulton Broad. Wivenhoe Shipyard, Wivenhoe. G. Hall, Plymouth.

Timber and propeller Details of the various timbers used. Keel: Sided 10ins, moulded 14ins Stem: Sided 10ins Sternpost and Deadwood: Sided 12ins, 18ins at stern tube Framing: Sided 4.5ins double. Hull planking: 2.5ins thick. Rubbings strakes (four): 4ins thick Bilge wale (four): 8ins x 4ins. Deck planking: 2.5ins thick. Bulwark stanchion: 6ins x 6ins. Bulwark planking: 1.5ins thick. Capping rail: 8ins x 3.5ins. Belaying rail: 6ins x 4ins. Frame spacing: 20ins apart Propeller. Three bladed, 5ft dia. 3ft 8ins pitch.

Model Boats August 2013

Above left: Marie Claire PZ295 sunk at Brixham. Photo courtesy of Martin Jones. Above right: Marie Claire PZ295 after being raised at Brixham. This picture shows the arrangement of the bulwark planking with the vertical sloping planks around the stern. Photo courtesy of Martin Jones.

The plans I have already drawn model plans of the other three sizes of MFV’s and one of them was basis for the JoTiKa kit of Ocean Crest, a 75ft MFV. So this new plan completes the set, especially as to date I cannot recall seeing any models depicting a vessel of this type. Those that are illustrated on Admiralty service demonstrates the variety of rigs and fittings which were typical of such craft being subject to numerous modifications and additions relevant to the station where they were based. Even the different builders had their own quirks and recognition points which allows the model builder a certain degree of leeway in detailing his model. I have indicated the outline on the elevation of the main structural backbone of the boats and as noted earlier, I have also included a construction section sketch which will indicate the substantial amount of wood and the heavy scantlings necessary on a wooden boat of this size used in such a demanding environment. All the deck fittings are relatively simple to model and should be clear from the drawings and few additional notes will suffice. The main hatch amidships is fully covered by hatch boards and a canvas cover, apart from the companionway opening at the after end to give access to the passenger space which was intended as a fish hold when converted to a fishing boat, post-WW2 hostilities. The trawl winch is usually hidden under a canvas cover fashioned over a box-like frame, thus avoiding the need to make this item unless the model maker prefers to do so. The outline shape of the hatch and deckhouses lend themselves conveniently to making them removable for access to the inside of the hull. The small box like structure amidships on port side deck is a deck toilet. The upper bridge on top of the wheelhouse is formed from a canvas covering on a wooden framework. Equipment there would probably be limited to a few lockers, a standard compass and voice pipes to the wheelhouse and engine room. Both masts are housed in steel tabernacles and the lower section of the wheelhouse and engine casing is of steel construction, the deckhouses aft of that being wooden and on some boats the wooden sides are planked with diagonal planks as indicated on the plans. Also, please note that the section of the bulwark around the stern is formed with vertical planks, an arrangement which extends on both quarters to just forward of the large mooring eye. This is obviously easier to construct than having to bend horizontal planks around the curve of the rounded stern. Please note the shaping on the forward face of the stem post. The protective steel capping bar will also have to be shaped similarly to match the stem profile. The four thicker planks should be fitted at upper side

Model Boats August 2013

A hull section of the Antony Stevenson being transported to Exeter for scrapping. Photo courtesy of Martin Jones.

Stevenson owned boats A potted history of these boats, courtesy of Martin Johns, may be of interest. Marie Claire PZ295 27/11/1942: Ordered from Rowhedge Iron Works, Colchester as MFV1546. 1946: Completed with 240bhp diesel engine, not thought to have entered Admiralty service. 21/5/1946: Sold by Admiralty. 21/51946: Sold to Fleetwood Drifters, Paignton and renamed Elijah Perret BM15. 20/12/1950: Sold to Torbay Trawlers, Brixham. 19/6/1962: Sold to W. Stevenson & Sons, Newlyn, renamed Marie Claire PZ295, used as side trawler until 1978. 1979: Offered for sale needing new engine. Not sold, but lay derelict at Newlyn Harbour until 1988 when she was rebuilt as a beam trawler by Peakes Shipwrights at Newlyn and Maaskant at Stellendam in Holland. 10/2012: Scrapped at Exeter. Elizabeth Caroline PZ293 26/10/1944: Ordered from Richards Ironworks, Lowestoft, as MFV 1568. 1946: Completed with 240bhp Crossley diesel engine and not thought to have entered Admiralty service. 21/5/1946: Sold by Admiralty at Lowestoft. 25/10/46: Sold to Torbay Trawlers, Brixham, renamed David Allen BM10. 19/6/1962: Sold to W. Stevenson & Sons, Newlyn, renamed Elizabeth Caroline PZ293 and used as side trawler until the early 1970’s. Then converted to a beam trawler by Philip & Sons, Dartmouth. Extensively modernised and re-engined in the early 1990’s. 9/2012: Sank off Salcombe whilst en-route to Exeter for scrapping. Elizabeth Ann Webster PZ291 26/2/1944: Ordered from Richards Ironworks, Lowestoft, as MFV 1570 1946: Completed. 21/5/1946: Sold at Lowestoft. 9/1/1947: Sold to Torbay Trawlers, Brixham, renamed Agnes Allen BM21. 19/6/1962: Sold to W. Stevenson & Sons, Newlyn, renamed Elizabeth Ann Webster PZ291 and used as side trawler until the late-1960’s. Converted to beam trawler by Philip & Sons Dartmouth and at that time she was the biggest beam trawler in the UK. 10/2007: Scrapped in Newlyn Harbour.

level and around the bilge as indicated on the construction section. These can be seen clearly in the illustration of the Elizabeth Caroline PZ293, when dried out alongside. Due to the fact that the numbers of this class completed was far less than the other size of MFV, the result has been that the

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number of examples caught on camera are greatly reduced and have proved more elusive. A number of sources, as noted, have helped to fill the gaps somewhat and it is a testament to the robustness of their construction that a few soldiered on for more than 50 years after they were built.

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ARTR review

Velox TERRY SMALL reviews the Graupner ARTR tug

tonnes (bollard pull) in escort duties together with a much higher degree of control of the steering and power compared to the conventional Voith Schneider drive units. The crew accommodation is fitted out with individual personnel bathrooms, televisions and computer connections, the latter being connected to the tug’s internal network allowing 24/7 communication access plus control and monitoring of the tug’s systems, all just with a click of a button from a crewman’s cabin!

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elox is one of the latest ocean-going escort tugs and is operated by the Norwegian shipping company Østensjø Rederi AS. Currently, the tug is one of the most capable vessels around, with twin Voith Schneider Propeller (VSP) propulsion systems and she was created as a joint project between Robert Allan Ltd, Astilleros Gondan and Voith Turbo Schneider Propulsion GmbH & Co. KG. The tug is 37 metres long and is equipped with a wide range of specialist equipment allowing it to carry out salvage work, towing and escort duties, fire-fighting and rescue missions. Velox has been designed and built around two of the newly developed Voith Schneider Turbofin Propeller units giving her the ability to tow a nominal maximum of 150

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The model Graupner’s increasing range of Almost Ready To Run (ARTR) Premium Line of models have moved to an upper gear by bringing to the hobbyist a highly detailed working model of the tug Velox, Photo 1, which is basically what you get in the box. The model is built around a drive system pioneered some years ago when fitted to their Thyssen barge tug using twin Voith Schneider model propeller drive units. Now, after some years of not being available, Graupner have re-designed these drive units into a slightly larger version, using new materials and manufacturing techniques, Photo 2. Velox has been modelled at a scale of 1:46, producing a nice manageable size of craft, 840mm long and with a beam of 350mm. 1:46 scale is quite close to 1:43 scale, which as model railway enthusiasts will know is O Gauge, so some accessories and figures from that scale might well be useable if you wish to enhance your model. Also, 1:48 scale is very close, so as you will read later, some Hasegawa 1:48 figures were acquired. 1:48 scale is slightly smaller than 1:46 and 1:43 is slightly bigger, but not everyone is exactly six feet tall either, so the choice is yours! The hull is made from high quality GRP; the deck and superstructure are constructed

Model Boats August 2013

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ARTR review

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Detail The quality of build and finish is instantly noticeable the minute you open the top of the large transit box within which the hull is held down by specially moulded foam inserts as in Photo 4, which require removing carefully. The superstructure and small additional parts such as the tow winch, aerials, boat winch and a very nice pre-stained plywood boat stand are supplied in a separate box, all within the transit box just pictured. Before removing the hull from the transit packaging, I had to assemble the pre-shaped and cut boat stand using high quality water resistant wood PVA glue as in Photo 5. This stand matches the hull’s curves perfectly and a folded duster or foam rubber will be needed between the model and stand uprights to protect the lovely paint finish. The tow winch, Photo 6, is a very neat and superbly detailed model in its own right which is fixed to the centre removable hatch and is surrounded by numerous small fittings. The aerials and boat crane will require careful removal from the packaging before inserting into small location holes in the deck. The superstructure, Photo 7, is constructed from laser-cut ABS plastic, again of a very high quality finish. A true sign of the quality and design is when looking underneath the superstructure as the laser-cut parts and internal glue joints are faultless and very neat. The overall satin paint

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from accurate laser-cut ABS parts with a wealth of highly detailed etched brass and resin fittings, Photo 3, all with a perfect semi-gloss (satin) paint finish. Extra items will be required for on the water radio control use and these include: A minimum of five channel r/c system (four channels needed for the two drive units and one for the electronic speed controller), plus batteries and a forwards only electronic speed controller (esc). All this is clearly documented in the instruction booklet. The drive units work on variable direction movement provided by changing the position of the vertical propeller blades whilst maintaining constant revolutions per minute. This type of drive system is ideal for tight manoeuvring and forward/reverse and lateral thrust (traversing) drive is also made possible by adjustment of the vertical propeller blades.

Model Boats August 2013

ARTR review 8

Drive system

finish as you can see is superb with no runs or overspray. The detail on the outside is a delight to look at and the only real fault I could see was the occasional handrail bend not being as accurate as it could be, but overall the whole thing is very acceptable. Mind you, there is no detail inside the wheelhouse and hence the medium-blue tinted windows, but it is not impossible to get inside and add internal detail if you so desire. Also the handrails are injection moulded, and look ‘injection moulded’ if you understand what I mean. Etched brass would have been much finer, but for the price you can’t have it all ways.

The Voith Schneider Propeller (VSP) propulsion units, of which two are included in this ARTR model, are scale models of the full-size propulsion system, each using a movable blade propeller system. Each unit provides both propulsion and directional control of the model. In a sense, each unit represents a perfect variable-pitch propeller that is vertically mounted, because its thrust can be varied both in magnitude and direction. The amount and direction of thrust is controlled solely by varying the cyclic pitch of the blades and the motor only needs to run at a constant speed and in one direction, regardless of the manoeuvre being contemplated. The operating voltage must not exceed 12 Volts and they are quite robust, being designed as slow-running units using a high reduction gear ratio for the electric drive motor. This ensures reliability and long life, even when the system is subjected to the considerable external forces created in strenuous tug manoeuvring. The rotational speed of the propeller itself is actually around 670rpm, which equates to a motor speed of around 7035rpm. At 12 Volts, this rotational speed corresponds to a speed controller setting of around 50 to 60% using the Graupner or equivalent radio control system. The drive units are installed in the underside of the model with a free flow of water to and from them in all directions. The body and blades of each unit are made from GRP reinforced plastic, mounted on a stepped

plastic ring which is very strong and features special bearings made of water-lubricated plastic. Highly stressed parts such as the main control lever, the guide sleeve and the motor pinion are made of brass. The propeller blades can be easily removed and replaced if damaged and I would advise the purchase of a couple of spares just in case. Control of a drive unit is by two servos acting upon the central control lever, which in turn rotates the five vertical propeller blades in order to change their pitch. It is essential to install servos that have accurate self-centring characteristics and digital servos are ideal for this as any slop or lack of precision in the servo gear trains makes precise control of the model difficult. The travel of the two servos must also be restricted to 4mm from the centre to both sides. These exact travel limit ranges can only be set using a programmable r/c system like Graupner’s MC-12 or equivalent, in conjunction with plastic stick travel reducers, as in Photo 8. It is essential, in the model, to avoid the control linkages fouling the inside of the guide sleeves of each drive unit. Any contact will generate a rattling sound from the mechanism and this will indicate an overload condition if left uncorrected which will result in damage to the mechanism and leaks in the system. It is highly advisable, from my experience, to check every time you switch on the r/c system that the Tx trim levers are set in the neutral position to avoid any problems later.

Radio? Velox requires a minimum five channels to control the model fully. If a sound generator is fitted, then a sixth channel may also be required. The transmitter must be of a modern type where trim and servo travel end point throw can be reduced especially on the drive unit controls with them set to initially just 30% of full travel. Within the r/c section of the instructions, Graupner refer (not un-surprisingly!) to their own products which I have endeavoured to use on this model, but of course other manufacturer’s equipment can be adapted and used if desired. An included internal radio tray, made from plywood, is already fitted into the hull to receive the four control servos for the drive units (two for each). The cut-outs are actually not big enough for a standard-size Futaba servo and that is because Graupner recommend the use of four of their own DES657BB Servos Nr. 7935 High Torque/ Ball Race variety. Well, in for a penny and in for a pound and an investment was made of £38 per servo! However, there is no reason why cheaper equivalents will not the job just as well, but you will then have to adjust the mounting plate to suit their physical sizes. A wiring and layout diagram is included with the model, as in Photo 9.

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Set-up Velox is supplied with all the necessary control rods, ball links and clevises for connecting each servo horn to the control levers of the Voith Schneider Propeller (VSP) propulsion units. To accept the clevises on the servo horns, the second hole from the outside was drilled out to 2mm dia. Each servo was screwed down into the radio tray using the screws and rubber grommets provided with each servo. Once secured, it was a simple case of centring all the servos so that the control horns could be located in the position required making sure that each VSP control lever is in the centre (neutral) position. Each ball link is secured to the servo control levers by an M2 x 12mm screw. The linkages are each

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Model Boats August 2013

ARTR review

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to attempt to fully set-up the VSP units with the model in the domestic test tank (bath), because in a confined space, the water flowing around and between the propeller blades will react with the bath sides, thus causing all sorts of odd things to happen, so final set-up really needs to be done at the pond and away from the bank, but model ballasting is of course okay in the bath. This model cries out for a sound generator, which here needs to simulate the engines, winch and foghorn. A Graupner Topsound 6 is ideal (no surprise there again!) and this is also a very simple ‘plug and play type’. The speaker was mounted at the bow end of the model as there is a very good mounting point on the forward bulkhead. On/Off operation was via the sixth r/c channel. Two 6v 7Ah drive batteries, Part Nr. 3031, are required and are not of the standard size model boaters’ usually use, as they measure 150 x 93 x 34mm and will fit exactly in the limited space provided. These were obtained from A Model World. Connected is in series, they give a total of 12 volts for the drive units with a BEC output from the esc powering the receiver. I did also tr y an Electronize esc without BEC (Batter y Eliminator Circuit), using a separate receiver batter y, and this performed as well as the rather more expensive Graupner electronic speed controller. This is what you now see in Photo 12.

12 connected to the VSP’s symmetrically and at 90 degrees to each other using the supplied aluminium elbow connector on top of each unit as in Photo 10. As mentioned earlier, each servo has to have its throw limited to 30% either side of neutral, which is where modern digital transmitter controls come into their own, together with channel reversing functions. The instructions cover all this in great detail, Photo 11. For testing purposes only, the instructions recommend unsoldering the wires from the motors and fitting plugs and sockets. Only one electronic speed controller (esc) is required for this model and it only needs to be forwards (i.e. no reverse required), but it

will need to be connected to the fifth r/c channel which will also need electronic transmitter throw adjustment. Graupner recommend a Power Mos 60 Nr. 7176 electronic speed controller (price around £80) which I have fitted and set-up as per the instructions. This is all very much ‘plug and play modelling’, but still remembering that the maximum speed needs to be limited (electronically) to around 50 to 60% of full power. Now for the clever bit! The correct rotation of the VSP units when looking from the stern is that the starboard unit will rotate clockwise and the port one, anti-clockwise. So, not much different from a normal ‘screwed’ model in that respect. It is however, very important not

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Model Boats August 2013

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ARTR review

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Figures?

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A crew will be no bad thing, particularly as the model is to a scale of 1:46 and as mentioned earlier, I eventually found a Hasegawa 1:48 scale flight deck crew, Photo 13, that with suitable ‘butchering’ would fit the role, but a search around the Internet will produce others, or 1:43 (O Gauge) is within the same scale range. With figures, the important thing is that they are actually doing something, rather than just stuck on the deck of a model in some aimless pose. So, a miniature human working by a winch, on the bridge ‘looking out’, going through a doorway or up a ladder, will all help to make a model more realistic.

On the water Some lead was added at the bow and stern to bring Velox down to the waterline during bath ballast tests prior to the usual radio range check carried out at the pondside. The first voyage took place with power applied, but the main dual-axis sticks remaining in the neutral position and Velox did not move at all, which was correct and what should happen. Power was then set to half-speed, and by moving both the left and right sticks forward, away Velox moved, Photo 14. The more the sticks were moved, the faster the model went, but remember the motor’s speed was constant as the drive units were altering their blades’ angle of attack, thus creating this forwards movement and speed. With the sticks moved downwards from neutral, Velox actually moved faster astern than ahead, which was not ideal, so the stick’s movement on the Tx needed to be further adjusted electronically to around 34%. To explain each stick movement and how the model responds to each would take many, many, words, but it will go astern, ahead, diagonally, sideways and turn on the spot, just by operating the two dual axis transmitter sticks. Of course, if you leave the motors running constantly, even when everything is

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at neutral and the model is therefore stationary, then an unnecessary drain will occur on the drive batteries. Hence, the esc has to be connected to the fifth channel, so it can be stopped when the motors are not required, thus preserving battery power.

Conclusion ARTR Models are here to stay and they just keep getting better in both detail and control. They not cheap, but compared to the many hours of building required it’s still the quickest and most cost effective way to get involved in this hobby. To date many hours of fun have been had steering around scale courses and placing Velox exactly where I want it to be, but a few hours of initial practice was required! The included model detail is very good, but the downside is that r/c, esc and batteries are extra. When purchased from A Model World, the price was £900, but remember that this model does include the two VSP propulsion units which currently sell for £154 each, so the true price of the painted and built basic model is actually only £600. Since many kits are £300+ nowadays (without motors and r/c etc.), having a ready-built top-class model tug for just an extra £300 more than buying, building and painting a kit is actually a bargain, if this concept takes your fancy. I have not super-detailed the model as yet, but there is plenty of scope for doing that if you wish. It must also be borne in mind, that the Premium Line of ARTR models from Graupner are built in batches. So availability might be instantaneous, or there may be a delay, so please check with your usual retailer who will be able to confirm the current delivery schedule. There are other models in the Premium Line, that appear to be of a similar standard, now including HMS Hood and KM Bismarck. I also note from international websites that the same models are now available elsewhere, but differently branded. l

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warship scale

Range finder

DAVE WOOLEY with his Worldwide Review of Warships and Warship Modelling 1

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elcome once again to our regular sortie into the world of fighting ships. This month we continue with the second part of our Photo Tour of HMS Illustrious and also have Part 25 of our building project of the 1:72 scale Fleetscale HMS Daring, plus our monthly brain teaser of a Mystery Picture.

HMS Illustrious Photo File Part Two

In Part One I mentioned that HMS Illustrious is to be withdrawn from ser vice in 2014 as a result of the Strategic Defence Review of 2010 and then to be replaced by HMS Ocean in the helicopter role. HMS

Above: HMS Illustrious departing the River Mersey, bathed in the light of the setting sun.

Illustrious has been updated as necessar y to enable her to be fully capable in her current role since the scrapping of the fixed wing Harrier strike force. Last month we completed our Photo Tour just aft of the island superstructure and we can now can take up position inboard of the after funnel casing and look up towards one of two Bowman HF communication arrays sited on platforms on either side of the after funnel casing, Photo 1. Moving down to flight deck level and right aft of the island is one of a number of rising main fire hydrants. Connected to the outlet is a black small bore tube used to introduce a foam generating liquid, Photo 2. Continuing aft and now looking at the rear of the island superstructure, there is a gantry supporting a cluster of floodlights with two watertight doors below giving internal access, Photo 3. Note that the doors are not the

Photo 3. Looking forward at the rear of the island superstructure.

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Photo 1. Looking up towards the after funnel casing and the Bowman HF array. Photo 2. One of a number of fire hydrants around the ship. The thin black pipe fitted to the outlet is for injecting foam into the water flow. Usually this foam is supplied from separate containers.

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Model Boats August 2013

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warship scale

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Photo 4. A view from starboard of the rear of the island superstructure.

Photo 5. A close-up view of one of the fire monitors and in the foreground is a WSC-1, a standard NATO UHF satellite communication antenna.

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7 Photo 6. A top view of the deck edge walkway.

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and these were further improved in the most recent refit of 2011. The large ball-like cover and its associated support structure are one of the results of these refits, Photo 7. Moving to the outboard side of the island superstructure and looking up towards the Bowman HF array which mirrors the same inboard (please refer back to Photo 1), Photo 8 gives a good idea as to the structural arrangements beneath a platform.

Stern gallery and walkways The principal objective of these pictures is to publish pictures that could prove useful to the model maker. I had the perfect opportunity on this occasion to take this picture that shows the structural detail beneath the flight deck edge aft walkways and at the same time some of the stern gallery deckhead, Photo 9. Enthusiastic

9 same width, but are of the same height and Photo 4 is of the same area, but from a different viewpoint. We now move up to 01 deck and to an area that once supported the aft mounted Type 909 Sea Dart radar. From here, a foam monitor now covers the deck area aft of the island superstructure, Photo 5. The round perforated drum fitting is known as a WSC-1, which is a standard NATO UHF satellite communications antenna and is used as a line of sight ship to air or ship to ship data link. Returning to the flight deck, we are now viewing the walkway on the starboard side aft of the island superstructure. This is similar to the port side walkway and there are a large number of drum-like containers some of which contain survival suits as labelled, Photo 6. During the refit from 2003 to 2005, improved communications arrays were fitted

Model Boats August 2013

Photo 7. Additional communication facilities have been added since the vessel was first built. Photo 8. Looking up on the outboard side of the island superstructure immediately aft of the second funnel casing. In the foreground is the top of the RAS hoist. Photo 9. An unusual view showing the arrangement of the underside of the deck edge walkway. Note also the detail of the deckhead within the gallery underneath the flight deck.

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Goalkeeper close in weapon system In Part One we had a glimpse of one of these this right for ward and in Photo 15 is the Goalkeeper mounted on a sponson outboard of the island superstructure. This weapon is an effective Close in Weapon System (CIWS) and has undergone a number of upgrades since being first demonstrated under the name of Flycatcher,

Photo 10. Pipework and structure within the stern gallery, starboard side. Photo 11. This shows a considerable amount of the detail in this stern gallery. In the centre of the picture is a winch associated with the towed torpedo decoy system. Note also the planked deck. Photo 12. A close-up of the walkway supports. Photo 13. The aft davit for the ship’s motor boat and in the foreground is the starboard Replenishment at Sea (RAS) hoist. Photo 14. Close-up view of the motor boat. These boats are a rarity nowadays on modern warships.

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model makers like to include this sort of detail and Photo 10 is of part of the inside of this same stern gallery. Remaining in the same location, but turning 180 degrees, here is the large winch, intended for operating the towed anti-torpedo decoy system, Photo 11, as well as more conventional cable handling tasks. For model makers, it’s worth noting the deckhead arrangement and the fact that this area has a planked deck. Whilst I was aboard, this area was given over to a damage control and fire fighting exercise, which was really interesting and gave a graphic insight into how the various teams react to these scenarios. Moving outboard now again and here is a close-up view of the structural detail underneath the deck edge walkway, Photo 12. Moving further forward and on the starboard side of the island superstructure there is the ship’s motor boat, Photo 13. Here, you can see the winch drum connected to a common shaft for each leg of the twin davit assembly and in the foreground is the vertical Replenishment at Sea (RAS) hoist. Photo 14 is a side view of the same ship’s boat. Boats such as this are rarely carried nowadays by modern warships, their roles usually being taken by a variety of rigid inflatable boats.

back in November 1979. The system is able to track up to 30 targets and engages the four most urgent. Targets can be initially detected out to a range of 16 nautical miles. Total reaction time and radar lock on to the target, is about 5.5 seconds, but the actual engagement begins at about 1.5km range with maximum effectiveness at only 300m, which seems to me to be uncomfortably close to the ship!

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Photo 15. The amidships Goalkeeper close in weapons system. There is another one forward and also one on the port side aft.

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Bridge and FLYCO In last month’s issue, the device that is a miniature replica of the flight deck was mentioned and it is critical for coordinating all of the flight deck operations. Symbols representing the aircraft operating from the flight deck at any given time are located on this ‘Ouija Board’ and it is the centre piece of the FLYCO (Flying Control Office), Photo 18. Immediately below the Ouija board is an associated part of the flight deck control facility, Photo 19. One of the great views on this ship is looking down and aft from the FLYCO to the flight deck, Photo 20, something that sadly does not now echo to the roar of Harrier jet engines.

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The bell of HMS Illustrious Before I left this ship for the last time, I had the privilege of being shown by the commanding officer of the current ship, Captain Martin Connell, the damaged ship’s bell of the previous HMS Illustrious, Photo 21, a vessel that served with great distinction during WW2. The histor y of that HMS Illustrious includes the successful night action against the Italian naval base at Taranto on the 10th and 11th November 1940. In June 1941, the ship was attacked by German land based aircraft sustaining severe damage from eight 500kg and 100kg bombs. After a lengthy period in the USA being repaired, HMS Illustrious returned to war duties and in 1944 joined the British Eastern Fleet for the war against Japan. In 1945 and as part of the newly created British Pacific Fleet, she proved her credentials as one of the best protected aircraft carriers of WW2, when hit by Japanese suicide pilots with their planes

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Moving further forward and towards the foremast we are now looking at the back of the bridge, Photo 16. The

watertight door leads directly to the bridge and in front of it (partly obscuring the open door) is a flag locker on the side of the deck edge railings. You will note the ladder up the back of the foremast and Photo 17 is a picture taken from the top of that ladder looking downwards and to the stern.

Photo 16. Looking from aft at the rear of the bridge. Photo 17. From a vantage point on the foremast looking down towards the base of the forward funnel and 01 deck. Photo 18. The ‘Ouija Board’ made famous in the TV series relating to the huge US Navy carriers, but HMS Illustrious also has one. They are old fashioned but have not been bettered by modern technology. Photo 19. Instrumentation used by the flight controller and deck movements staff. Photo 20. A superb view of the flight deck looking aft from the FLYCO position. Photo 21. The bell from the former HMS Illustrious is on display in the wardroom aboard the present ship. As a matter of interest, the bell of HMS Ark Royal is in the Williamson Art Gallery in Birkenhead.

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Photo 22. The hangar front of HMS Daring and the focus of our attention this month. Photo 23. Initial preparations for the assembly of the lengths of lighting strip fitted to the edges of the hangar front face. Photo 24. The parts that make up each light are fitted together. Photo 25. The completed lighting strips with the longer version representing the stabilised horizon reference bar. Photo 26. The supports for the fire monitors that are fitted on either side just above the hangar door’s top edge.

and not being put out of action because of her armoured flight deck. This visit was all the more poignant knowing that this may well also be the last occasion that I will have the opportunity to go aboard HMS Illustrious before she is retired from ser vice in 2014. The ver y first heading picture of this Range Finder is of the ship departing the River Mersey and passing Fort Perch Rock at its mouth, just as the sun was setting.

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1:72 scale HMS Daring Type 45 destroyer - Part 25 It’s hard to believe that it’s 25 months now since this project commenced, but as you may well be aware there is a time delay in the genre being published and by the time these words are being digested, HMS Daring will have taken to the water and my thoughts have now turned to the next project, so more on that next month. For now we can continue with the hangar front and also the flight deck. As a brief reminder, last month saw the assembly of the various shuttered ventilator grills and Photo 22 is of the full-size HMS Daring hangar door and adjacent areas. There is much more to it all than a quick glance might perhaps indicate.

horizon bar are fixed horizon bars and these are just over half a metre in length and are also used as a visual reference for the helicopter’s position. Creating these lights is quite straightforward and the more enterprising amongst this magazine’s readers, could adapt them to become working features, but here they are non-working. Using the Jecobin drawing of HMS Daring, a note was made of the number and their lengths required, the purpose being to form as close as possible the shape and appearance to those fitted to the hangar. To achieve this, strips of 0.5mm styrene were cut to size, 3mm wide by 20mm in length. To these were added lengths of Evergreen ‘U’ section, No. 261 and 1.5mm in width, Photo 23. Each ‘U’ section is placed on to the styrene strip and blanked off at the end followed by the next section and so on. Tape helped hold everything in place, Photo 24. Once the process was underway, all of the lighting strips were completed within a very short time, Photo 25. Fire monitor supports On either side of the hangar door, towards its top, are two hollow structures supporting foam fire monitors. Viewing photographs and referencing the Jecobin drawings, it was clear that these two supports were of different sizes and like much of the structure of the ship had been shaped to reduce the adverse effects of the vessel’s radar cross-section by having angled sides. 1mm styrene sheet was used and the results can be seen in Photo 26.

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Hangar front and landing aids There are various strips of lighting located around the edges of the hangar front and door as at night, or in low-light conditions, the outline of the hangar can be illuminated. Also, at the top edge of the hangar above the folding door is a horizontal light bar, termed the ‘Stabilised Horizon Reference Bar’. This is an illuminated bar that remains horizontal, regardless of the roll motion of the ship and it gives the helicopter pilot a true horizon reference whilst other lights fitted to the ship’s superstructure indicate the actual angles of roll. At either side of this stabilised

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Photo 27. Some of the completed fittings ready to be installed. To the top left of the picture are the foam monitors. Photo 28. An external NBC (Nuclear Biological Chemical) wash-down spray head.

was created by using a round file, gently rolling it around the inside of the tube whilst teasing out the shape and it has to be said that aluminium works really well for this purpose. The same method was used for the internal hangar ventilation outlets that were demonstrated earlier in this series. If we refer back to Photo 22, there is a small inspection hatch located just above the deck and close to the hangar door. Here again, litho plate proved to be a useful material to make the door of the hatch whilst styrene provided the surround and hinge with 0.33mm brass rod for the handle, Photo 32. Its location together

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Photo 31. Constructing the ship’s bell is quite straightforward, please see text for the method used.

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Photo 32. An access panel that will be fitted close to the starboard side of the hangar door, just above deck level.

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Photo 29. The hangar front thus far with all the lighting strips fitted around its edge. Glazing will be fitted once airbrushing is complete. Photo 30. The fittings close to the FLYCO position, starboard side of the hangar.

There are numerous other fittings such as foam heads, aerial supports for the speakers each side, etc. All of these can be seen prepared and ready to fit, Photo 27. The nuclear contamination wash-down sprayhead is made from a punched out roundel of 0.5mm litho plate and 0.5mm styrene with 0.45mm brass rod providing the pipework, Photo 28. This is fitted between the port side watertight door and the hangar entrance and can be seen in Photo 29. This picture also shows the location of a number of the fittings discussed thus far, including the locker adjacent to the watertight door. Please note the actual location of the FLYCO (starboard side of hangar door), that was discussed in detail in last month’s July issue. Ship’s bell Moving to starboard there are a number of fittings including the ship’s bell seen here between the watertight door and the FLYCO windows, Photo 30. This was made using a combination of 4mm o.d. aluminium tube, 1mm styrene punched to size to fit the top of the bell and an L shaped support arm of 0.45mm brass rod, Photo 31. The bell mouth

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Photo 33. So far, not looking too bad! Photo 34. The flight deck and helicopter landing trap on HMS Daring.

The need to use styrene, was to provide a good surface for reproducing the tie-downs and the method adopted was in the end, a compromise. The flight deck was divided

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Photo 35. To assist in reproducing the tie-downs located on the flight deck, a sheet of 0.5mm styrene was divided into three sections. Having separate pieces of styrene overlay should reduce the chance of possible thermal problems when using a single large piece overlay. Photo 36. The three sections of styrene sheet are laid out on the deck surface and grid lines drawn longitudinally and across the beam. The point where the lines intersect is the location of a tie-down. Photo 37. The helicopter landing trap was prepared from a sheet of Scale Link etched-brass mesh.

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with the bell and various boxes can be seen in Photo 33. There still remain more fittings, but these can be added once the hangar front has been painted.

Preparing the flight deck Although the model’s deck surface is of wood and well prepared, there was a realisation that in order to create the flight deck surface, Photo 34, as on HMS Daring with its numerous tie downs, then an alternative method was required, but the helicopter landing trap, regardless of which method was used, would remain the same with a wire mesh over a slightly sunken void within the flight deck’s surface. I would be the first to admit that I’m not a great fan of styrene being used to ‘sheet over’ large areas of timber or indeed for styrene being a primary deck layer. From experience, I have found that styrene used in small(ish) sections is much more stable as a covering for wood, than using an entire uncut sheet to cover a vast expanse of area.

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into three smaller sections, each covered with 0.5mm styrene sheet pieces and as this is a working model, this also enabled access to the tiller arm below the flight deck by having one section removable together with its wood sub-deck. Referring to the Jecobin drawing and an overhead picture, the first task was to carefully identify the position of each of the tie-downs. The second task was marking out the corresponding grid lines across the deck and where they intersect was a tie-down point. Several were located out of the grid pattern for some reason, but these can be easily included, Photo 36. As mentioned earlier, the grill set into the flight deck is for a grab hook from a helicopter to lock itself to the deck and this was cut from a photo-etched mesh available from Scale Link, website: www.scalelink.co.uk, Photo 37. The surround was cut as a single piece from a sheet of 0.5mm litho plate, fitted so the mesh seated into the recess and the litho surround

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rested on the surface of the deck, Photo 38. Please note that: Scale Warships Ltd., website: www.scalewarship.com, now produce a suitable 1:72 scale photo etched fret for the Type 45 destroyers. Using a very fine drill bit and pin vice, pilot holes were initially drilled, followed by a larger 2mm drill that corresponded to the diameter of each of the tie-down points. This was a boring and repetitive job, but consistency was vital, Photo 39. With all the location points for the tie-downs drilled, the next task was to permanently fix each separate section of styrene flight deck into position. For this, R/C Modellers Glue is an adhesive which, at least for me, has stood the test of time. This is an excellent adhesive for use with styrene and wood, but it is only as good as the preparation and Photo 40 shows an unfortunate ‘bubble’ just by the hangar door, which took some effort to later remove. Provision also needs to be made for a flush circular hatch towards the transom. As mentioned, Scale Warship Ltd, as part of their Type 45 1:72 scale range of PE frets, also include within the same fret as pictured, the landing trap grill and some tie-downs. These later proved to be very useful indeed, Photo 41. Next month we will continue with making the dedicated barriers around the flight deck and also the fold-down netted barriers around the 30mm gun platforms. As there are no ‘off the shelf’ barriers for a Type 45 destroyer, I’ll demonstrate a simple and quick method of producing the box section stanchions for the barriers from styrene and brass rod which have turned out to be surprisingly strong and resilient, plus the method used for making the ship’s rails.

Answer to the July MB Mystery Picture

The clue was: ‘A British built battlecruiser that became a battleship’. For those with an interest in the period of battleship and battlecruiser building that preceded WW1, they would have noticed that it was not so much the cryptic clue that was the giveaway, but the Chrysanthemum emblem on the stem. The ship in question was the Imperial Japanese Navy battlecruiser Kongo, the last battlecruiser design and the last major warship to be built outside of Japan for their navy. The emblem of the 16 petal Chrysanthemum, referred to as the Monsho, is the crest of the House of Japan, otherwise known as the Imperial Crest. IJN Kongo was a 32000 ton battlecruiser designed by George Thurston and laid down on 17th January 1911 at Vickers Shipbuilders, Barrow in Furness, Cumbria. There is an excellent 1:48 scale builder’s model in the Dock Museum at Barrow.

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This month’s Mystery Picture, Photo 42 The clue is: The ship that bears the name of a famous naval battle. The answer lies in the pages of All the World’s Fighting Ships 1860 to 1905.

References and acknowledgements

The ship was completed on the 16th August 1913. Mounting eight x 14 inch guns and eight x 6 inch, IJN Kongo was considered to be one of the most powerful battlecruisers built prior to the outbreak of WW1. IJN Kongo helped in the search, and was part of, the allied sweeps searching for the Von Spee’s elusive East Asiatic Squadron in late-1914. During the refit of 1929, 31 bulges were added together with an increase in armour protection. With the shift from coal to oil and more efficient boilers there was a net gain in speed from 26kts to over 30kts. It was rare that any battlecruiser would be reclassified, yet during the 1930 to 1936 modernisation at Yokosuka Shipyard , IJN Kongo was reclassified as a fast battleship. This work also involved increasing the height and number of platforms added to the foremast and main conning tower, which was referred to as the ‘Pagoda’, lengthening the hull by nine metres, improved horizontal armour and an increase in the elevation of the main and secondary armaments. During WW2, IJN Kongo was in action at most of the major engagements in the Pacific, including the Battles of Santa Cruz, Philippine Sea and she even survived the Battle of Leyte Gulf only to be torpedoed and sunk on the 21st November 1944 by the submarine USS Sealion off the north eastern coast of what was Formosa, now known as Taiwan.

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HMS Illustrious ref: Radars and sensors, World Weapons Systems 1997 to 1998 by Norman Friedman. HMS Illustrious ship’s bell ref: Directory of the World’s Capital Ships, page 241 by Paul H Silverstone. Aircraft Carriers of the World 1914 to the present, pages 103-104, by Roger Chesneau. IJN Kongo ref: Japanese Warships of WW2, Page 10 by A.J. Watts. Directory of the World Capital Ships pages 317 and 333, by Paul H Silverstone. My thanks to the Captain and Ship’s Company of HMS Illustrious for their help and assistance during my visit. My continuing thanks to the Captain and Ships Company of HMS Daring for their assistance during my visits. Also, my on-going thanks to the Royal Navy Northern Regional Office (NRO), for their help and support. l

Photo 38. The surround enclosing the helicopter landing trap was cut from a piece of 0.5mm litho plate. Photo 39. Using a 2mm drill bit with a pin vice, each of the openings for the tie-downs was carefully hand-drilled. Photo 40. With the locations for the tie-downs prepared, each segment of flight deck was glued to the wood sub-deck using R/C Modellers Glue.

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Photo 41. Scale Warships Ltd now produce a superb purpose made photo-etched fret for the Type 45 destroyer that contains the helicopter landing trap mesh and tie-downs. Photo 42. This month’s Mystery Picture. The clue is: The ship that bears the name of a famous naval battle.

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special feature 2

JEREMY BULL saves a model that fell on hard times

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Elizabeth Morag A Vintage Steam Yacht Restoration 3

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his is the stor y of a fine model that had fallen on hard times, Photo 1. Originally named Garland as far as I can tell, it was rescued from years of sitting on a shelf in someone’s garage and was essentially complete, but incapable of being steamed. Photo 2 is a close-up of the centre section and funnel and Photo 3 is of the stern and poop deck. Peering into

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the bowels of the yacht, it was evident that the burner was missing (methylated spirit perhaps?), as was the internal flue for the boiler and Photo 4 is of the corroded rear of the boiler casing. Turning over the propeller revealed the single cylinder double acting engine had a lot of wear in the big end as there was significant slop at top and bottom dead centres.

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Principle dimensions: Overall length: 50 inches (127cm) Beam: 8.75 inches (22.23cm) Overall height: 27.5 inches (70cm) Draft: 4.5 inches (11.4cm) Displacement: 44lbs (20kg)

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Underneath the peeling paint after cleaning, was a copper hull, Photos 5 & 6, which had ver y fine lines and the workmanship showed the original builder was a fine coppersmith. The figurehead, Photo 7, also demonstrated the skill of the builder. The upper works were all mainly of tin, with the decks painted to resemble dark teak. Some of these upper works were a tad rough, which perhaps indicates that someone else had worked on the model at some period in its past. Removal of the boiler unit revealed a set of studs in the bottom of the hull which ser ved no useful purpose. The associated soldering was poor and out of character when compared to the standard of the rest of the hull which made me think that the existing boiler was a replacement, as it is ver y large for the size of engine. Later endurance testing on the restored boiler on one filling has turned out to be well over an hour at moderate speeds. Perhaps the rough platework mentioned earlier was as a consequence of modifications by an owner (other than the original builder), when tr ying to accommodate this boiler in the restricted space as it is an extremely tight fit in the hull. The origins of the model are unknown to me, other than the name on the stern was Garland, the Port of Registration was Dundee and the previous owner was a Dr. Buchanan, late of Dundee, but he did not build it and I am sure of that. Close examination of the hull interior and undersides of the platework failed to reveal a builder’s name anywhere. I recall some years ago in the magazine ‘Old Glor y,’ a reader’s letter enquiring if anyone knew the origins of a hull in their possession and the photo looked similar, but as far as I could tell there was no reply in subsequent issues. It has since been suggested to me that the model could have been a Caledon Shipbuilding & Engineering Company apprentice project, but who knows?

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Restoration Steam plant This commenced with renovating the twin drum boiler, Photo 8, its casing, flue, a new burner, the engine itself and all the other

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components, Photo 9. Due to its age, the boiler had been lagged with asbestos and so I had it decontaminated, cleaned and renovated properly by professionals. After that it required a hydraulic pressure test and steam testing in order to obtain a boiler certificate from my local model engineering club. Working pressure was now set at 40psi and the original Stuart Turner pressure gauge was calibrated against a master gauge and it works fine, Photo 10. The steam engine required a new big end bush, the piston ring replacing, plus the piston and valve glands re-packing, Photo 11. On the cast iron flywheel I noticed a lot of lead on one side of it. Perhaps an attempt at balancing? Well yes, but not for the reason I expected! Running the engine revealed it had a quite violent vibration and close examination of the flywheel revealed that the machinist had managed to bore the hole for the crankshaft off-centre and the lead was a poor attempt to rebalance it. Not unsurprisingly, the flywheel was scrapped and another made which this time turned true. Burner For this, I decided that gas would be the cleanest solution. A double poker type was designed and made using small bore central heating fittings and tubing for the poker, whilst I made the gas jet and mixing tube,

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Photo 12. The final diameter of the poker holes was determined by testing with the boiler. These were eventually optimised at 1.9mm diameter which gives sufficient ‘oomph’ to maintain pressure at about 30 to 35psi with the engine running at a speed to realistically propel the yacht, but without wasting steam and gas by ‘blowing off’. However, it must be said that the final hole size was determined after practical on the water steaming trials subsequent to this last picture. Hull The original paint on the hull was removed using Nitromors (please see Photos 5 & 6 again for the beautiful copper hull) together with much elbow grease, whilst the fittings were easily stripped in the engineering club’s grit blaster, which is a most useful item to have in the workshop and saved hours of work. In its stripped state the hull looked superb and I did consider whether or not it

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could be left below the waterline with its copper finish. In the end it wasn’t, as I was not confident of finding a varnish that would prevent the copper from tarnishing underneath and then looking dreadful, but worse would occur if fingerprints were left on the hull which later tarnished through protective clear finish. The hull’s interior was also thoroughly cleaned and painted as in Photo 13. A nicely painted inside of a model boat hull looks so much better than it just being left bare and unpainted. The hull exterior was initially painted with an etch primer from Phoenix Precision Paints and then undercoated and finally top coated with ICI Dulux gloss paint. About a fortnight was given for the paint to harden off fully before the hull was turned upright and placed back on its stand, Photo 14. The biggest nightmare was getting the waterline correct. Originally the hull was put in the bath with added weights to represent

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special feature the steam plant and upperworks. The waterline was marked ‘plus a bit’ and painted, but when the model was completed and tried in the bath for final ballasting prior to steaming trials, the waterline was now too low! So, no choice then but to re-mark the waterline and to repaint the antifouling which was bit of a chore.

Re-assembly

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With the upperworks completed, the boiler and steam engine could be re-inserted into the hull and plumbed, Photo 17. As you can see, the twin drum boiler and its casing is a tight squeeze and is, I should imagine, not the original ‘as built’ unit. Additional work included constructing an oil and water trap and piping the exhaust up the funnel. The safety valve was also piped to expel via a tube behind the funnel. This looks more realistic than having excess steam roaring out through open portholes giving the impression of a major boiler catastrophe or a medieval dragon! Bezels were also made to tidy up the holes around the pressure gauge and the main throttle valve where they projected through the deckhouse and deck respectively as was shown earlier (please see Photo 10 again).

Decks There was still much work to be done on the upper works, including repairing and repainting the railings, skylight, bridge deck etc., Photo 15. The decks were originally painted a dark brown colour to simulate teak and the deck planking drawn on with no attempt at a planking plan. When it came to repainting these decks, I decided to paint them in a silver grey colour to better match the weather worn appearance of teak planking after exposure to salt water and sunlight, for which the colour chosen was Dulux Potters Clay 3. Planking was marked out in the Admiralty pattern with an HB pencil and then the whole lot over-varnished in clear matt, Photo 16.

Near disaster! Before commissioning trials took place on Stobsmuir Pond in Dundee, it was back to the bath with the model fully provisioned for a voyage, including a full gas cylinder and three quarters of a glass of water in the boiler for final trimming. What a shock I got when the model listed first to port and then with a ‘lazy roll’ first righted itself and then listed to starboard. The addition of ballast seemed to aggravate the problem, so much consternation all round! Removal of the gas cylinder made little difference, but

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eventually after trial and error with different lead weights and their positions low in the hull, a ‘sweet spot’ was found, Photo 18, looking forward to the bow (note the lead in the hull bottom), and the ‘lazy roll’ was

basically cured. Now she sat properly and if a roll was induced, the model righted herself very quickly and seemed to stay there. Phew! The last thing I wanted was a static model after all the effort.

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Completion and trials

Why is the model called Elizabeth Morag? Well, Photo 19 should give you a clue! To finish the model, the rigging plan and mast paint scheme was copied from the steam yacht Medea, which is preserved in the USA. The benefit of this, is that it keeps the forward and engine room hatches clear for ready access to the burner and the steam engine during operation without the need to dismantle any rigging. The addition of two ship’s boats and davits finished off the boat deck quite nicely as in Photo 20. One nice original feature is the opening skylight over the engine room which serves to let some of the condensation escape, but also enables one to see and check the engine

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weed, which therefore provides plenty of room for an erratic helmsman. My friend Ron came along to help, Photo 23, but was not keen on falling in the water and this first trial was before the model had been rigged. This maiden voyage was not an unqualified success in that it revealed the burner lacked the power to sustain the boiler pressure for very long and that was in spite of the exhaustive pre-operation workshop testing. All of which goes to show that sooner or later, as with all things, a practical working test has to be undertaken. On the other hand the model was trimmed perfectly and it didn’t roll or sink, plus I didn’t fall in the water either. However, subsequent opening out of the burner jets has now cured this problem. Photos 24 and 25 are of Elizabeth Morag underway following the burner modifications and completion of the rigging, albeit on the end of a piece of string as the model is not radio controlled.

Conclusion and propshaft in action. Photo 21 is of the model separated from it superstructure components and this also shows the final internal arrangements very nicely. As the model was built before the advent of radio control and none was installed during this

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restoration, this means setting the rudder, relying on luck, the wind and tide, and finally the bit of string tied to the model’s stern! Stobsmuir Pond in Dundee, Photo 22, is ideal for initial trials, as it is a large area of water unencumbered by islands, reeds or

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This model has been a lot of fun to restore and one cannot but have the greatest admiration for the metal worker who originally built this model. The challenges in the restoration work overcome along the way are themselves very rewarding and of course the owner usually ends up with an unusual model.

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Visit: www.myhobbystore.com/MB to view the full range. *UK Mainland only. All prices correct at time of publishing. MyHobbystore Retail reserves the right to change product prices. Prices shown do not include P&P. If you wish to order by post please call us on 0844 848 8822 to confirm postage charges. Cheques and Postal Orders should be made payable to MyHobbystore Retail; please ensure that you include the product code and name, payment including postage, your full address and a contact phone number (this will only be used to contact you regarding your order). Please note all plans and hulls are made to order and as such cannot be returned.

GALLERY

By Jon Godsell

FGS Frankfurt T

he Type 702 Berlin class replenishment ships are the largest vessels of the Deutsche Marine (German Navy). In German, this type of ship is called Einsatzgruppenversorger which can be translated as Task Force Supplier, although the official translation in English is a Combat Support Ship, or in military parlance, a Replenishment Oiler. They are intended to support German naval units away from their home ports. The ships carry fuel, provisions, ammunition and other supplies and also provide medical services. The three ships of the class are named after German cities where German parliaments were placed. All information from the public domain. l

Principal particulars Builder: Flensburger Schiffbau-Gesellschaft, Flensburg, Germany Power plant: 2 x MAN Diesel 12V 32/40 diesel-engines, 5,340 kW each Length: 173.7m (569ft 11in) Beam: 24m (78ft 9in) Displacement: 20240 tonnes Capacity: 9330 tonnes of fuel oil, aviation fuel and fresh water Cargo space: 550 tonnes mixed cargo Speed: 20 knots Aircraft: Two Sea King or MH90 helicopters Armament: 4 x MLG 27mm auto-cannons, and Stinger surface to air missiles Crew: 139 (+94), plus hospital capacity of 43 patients

Am Main, A1412

special feature Highlander is from a super-detailed and weathered Mountfleet Models Sealight kit.

Weathering?

THOR BJAARSTAD describes his approach

I Below: The foredeck and windlass of Highlander. The planked deck is a carefully stained and weathered plywood overlay.

have always liked all kinds of boats, but I particularly like old boats that are full of character, usually made from steel and/or wood with ropes and tackle, but all bearing the signs of hard work and the ravages of time. In Oslo it was once a common sight to see numerous tugs working in the harbour, but sadly no more although the memories still exist. I have built models all my life and as a boy I loved to build planes, but then turned to houses and architect models. Mind you, I also had a large model railway in the basement of our house, but nothing much in the way of boats. A few years ago, my wife and I became pensioners, so we sold our house and purchased a small apartment in Oslo, but also a house in Torrevieja, Spain. It was in the

Above: The stern section of Highlander, You can just see the weathering on the wheelhouse roof, an area often neglected when weathering a model. Below: At this scale, not to include interior wheelhouse detail is criminal!

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special feature Left: The bow deck area of Imara. Weathering highlights the edges and gives it all ‘depth’.

latter that I built my first model boat and became hooked on this new (for me) hobby. In our Oslo apartment, the workbench is rather small and space is very limited, but in Spain there is much more workshop space and all the tools I could wish to have to hand, plus it is also rather warmer! I subscribe to two magazines; one is the Norwegian ‘Modell & Elektronikk’ and the other is ‘Model Boats’. They both have fantastic models and inspiring texts, so I look forward to receiving each issue, but I must admit that I would like to see more signs of wear and tear on some of the super models featured, as some of them are almost too nice, looking better than when they came from the shipyards. I think that a working model boat should show signs that it has been used. Few steel craft of any type are 100% free of rust and are perfectly painted, except perhaps lifeboats and some luxury cruisers. So in essence, I like my models to look as though they are used, but also not quite ready for the scrapyard either!

Below: Imara is the flagship Caldercraft kit. A large tug with plenty of scope for super-detailing and weathering. Yes, the name lettering on the bulwarks might be a bit oversize, but I am happy enough with it.

The approach You should decide beforehand how one wants the model to look. The colours of the hull, decks, bulwarks and superstructure, must be ‘harmonised’ and look right in total, rather than one part being properly ‘weathered’ and another left untouched. Depending on the model, usually a dark red primer coat is first applied; then a ‘warm’ red aerosol car spray enamel over the whole hull; then finally, beneath the waterline is masked off and the rest sprayed black in the case of the two models shown here. The hulls were then very carefully lightly ‘sanded’ with fine grade sandpaper and steel wool. Where the hull would be exposed to the elements, it was sanded a little bit harder to emphasise any minor collision damage or metal wear. This can make the base coat show through if over-done, but if need be the effected area can be touched up (by brush) and the weathering process repeated. A fine brush is used during the next phase when ‘rust’ will be required. This needs to be applied where it is needed and not usually in huge ‘blobs’. When satisfied thus far, the courageous part of the process arrives! The entire hull is stained brown (very lightly) with a thin wash of that colour. A ‘wash’ is a heavily diluted paint, not much different from coloured water. Much of it is wiped off, but some remains, particularly along the waterline and in other areas to give it the right appearance. Small blobs (dots) of rust colour are then usually applied as appropriate. Another good tip is to use a well thinned grey or beige paint, in the corners of the superstructure, to create shadows and the illusion of imperfect cleaning and maintenance.

The deck and roof surfaces are usually more exposed to the elements than vertical surfaces, but remember that colours are normally less faded on the more protected areas. Woodwork and associated panelling, age at their top and bottom areas in different ways, so one must bear this in mind when varnish is being applied and perhaps lightly shaded. Our kit models often have plywood deck overlays, with imprinted lines for the planking. It can be hard to make plywood look like proper planking, but with careful masking and staining, the appearance of a ‘real’ deck can be achieved. You can cheat by painting ‘pretend’ wood where it is not that visible, but ‘painted wood’ compared to ‘real’ wood never looks right, unless you are very good at painting. In Spain, there is a varnish

called Satinado, which I guess equates to UK satin varnish, but I have discovered there can be huge variations in what one manufacturer calls ‘satin finish’ and the supposedly equivalent from another. The pictures are of the puffer Highlander and the large East African Imara tug, both having undergone the Bjaarstad treatment and I hope readers might find some inspiration from the weathering on them. Yes, it is a matter of choice and we all have our own favourite styles of painting a model, but ‘pristine’ is not my preferred choice! l

Below left: Inside the wheelhouse of Imara. Doll’s house suppliers are a good source of imitation tiling etc. Below: A spot of interior illumination does no harm in the wheelhouse.

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BRISTOL MODEL eNGINEERING AND HOBBIES EXHIBITION

2 0 1 3

August 16th, 17th & 18th The Leisure Centre—Thornbury Near Bristol - BS35 3JB

Fri 10AM - 6PM Sat 10AM - 5PM Sun 10AM - 4PM Adult £9.00 Senior £8.50 Junior £4.00 Family £22.00 (2+3) 3 Day and advance tickets Also available—see website

Model Sailing and powered boats both electric and steam

Advance tickets Available onn line on-line

Accompanied children under 16

Free

on Sunday

Free Parking Fittings, Machine Tools, & Workshop Equipment

NEAR M4/M5 INTERCHANGE 5 Miles from M5 Junctions 14 or 16

For further information please visit our website: www.bristolmodelengineers.co.uk or call 0117 967 5878 ALL ATTRACTIONS CORRECT AT TIME OF GOING TO PRESS, BUT MAY BE SUBJECT TO CHANGE OR CANCELLATION

Organised by the Bristol society OF model & experimental engineers Registered charity no. 1094274

steam basics

Boiler Room Part Thirty Two: Basic Lathe Work - Planning the Job RICHARD SIMPSON’s series on model steam plants

T

his month, before we actually commit to the lathe and start to cut up bits of metal, I’d just like to have a look through the processes that we intend applying to the work piece to produce the final item and how we might go about achieving them. A very high percentage of lathe and milling work can be accomplished by applying the processes in a different order to achieve the same result, however there is almost always a much easier way of doing it and this is what ‘planning’ is all about. You need to think the entire series of machining operations through from start to finish and imagining just what you will be facing at each step of the way. By this means, hopefully you will be better prepared and should be able to avoid most of the common pitfalls that can catch out the unwary.

Top: This old Stuart boiler came into my possession with the boiler mountings screwed directly into threads cut in the copper end plate. Four bushes were turned in the same way as described here to enable the mountings to be attached safely and securely.

l Acknowledgement: Diagram One - Sample of an engineering drawing by kind permission of Mr. Malcolm Beak.

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Diagram One

Diagram One

The trouble is when you are faced with a drawing it tells you nothing about how to go about machining the item, even though it contains all the detailed information you need to create it. All you get though is a picture of what it is supposed to look like when it is finished. How you get there is entirely up to you and the efficiency of how you go about the machining process, will almost certainly pay dividends in the accuracy and surface finish of the final part. I actually think planning a lathe job is more important than the actual turning process and it is well worth sketching out ‘the plan’ on a piece of paper to help you see the whole thing through to a

conclusion and tr y to envisage what you will be faced with at each step. For the sake of this exercise I decided to make a boiler mounting bush. This is one of those items that should be easily within the capability of anyone with a hobby lathe and yet something that can give a great deal of satisfaction to make, as well as save quite a bit of money in the long run if you make more and more of your own parts. Turning is also an invaluable skill to have if you want to make those one-off items, such as thread converters or other such pieces that no manufacturer makes, so even if you never go as far as making a steam engine, a lathe is a great investment for making these little bits and pieces that you will always need.

Diagram Two

Diagram Three

Diagram Four

Diagram Five

Diagram Six

Diagram Seven

Diagram Two

The first aspect to consider is nothing more complex than simply imagining how you want the job to be located in the bar stock you are going to start with. Considerations here are the diameter of the stock you have available as well as the length of the stock. You want enough diameter to be able to cut down to a finished size without removing huge amounts of material which is both time consuming and a waste of tools and bar stock. Consequently the ideal diameter is just slightly larger than the largest diameter of the part. The length of the stock has to be sufficient to hold the job completely in the jaws of the chuck with enough protruding to enable all the cutting operations to be completed without disturbing the stock. If you can avoid having to turn the job around then all the machining processes can be done on a single ‘chucking’ and are far more likely to be perfectly concentric. This also then dictates that the majority of the facing work should be on the outside of the job so in the case of this bush the larger diameter should be to the left hand side. Once you are happy with the attitude of the part you can then move on to thinking about what order you are going to do the machining in to make life as easy as possible.

then would be to turn the largest diameter down to size. For the sake of understanding the process, the finished job is shown in yellow although of course the piece of stock at this stage is simply a piece of round bar stock with the end turned down to a size.

Diagram Four The suggestion for the next operation would be to face off the bar, giving you a flat perpendicular end. Although it may be tempting to drill the end first there is always the danger that, if the end is not square, the drill may wander off centre. Using a centre drill might help with this, but facing off the end gives you the best surface to drill on when you come to that operation.

Diagram Five The next operation will be a combination of the first two as you are going to cut a finished diameter at the same time as facing the inside surface of the flange. This is where the tool selection really matters, as this process, as well as the first two operations, can all be done with the same tool and at the same time. This saves a huge amount of time and messing around as well as potential inaccuracies involved when moving tools around.

Diagram Three

Diagram Six

The first operation should be to turn the outside diameter down to a finished size. If you think about this operation in conjunction with further ones you can then decide what tool would be best for the job and this will save you time and effort. If we were to select an indexable left handed tool, which has enough of an angle to enable it to be used for turning and facing, then the tool can be set up as shown in this diagram. The first operation

Again without having to remove the job from the chuck, we can now fit a drill to the tail stock chuck and drill the job to the correct tapping size for the thread we are going to use. The drilling should be to a sufficient depth to allow the tap to enter the work to a full diameter right through it, so may well be more of a depth than you might expect. After the hole has been drilled, it can be tapped out to the finished thread. Next month we can see

Model Boats August 2013

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just how to do this and guarantee a nice concentric thread, which is as a direct result of having the job held in the chuck the right way around and ready to be tapped.

Diagram Seven The final operation is to part off the job with a parting tool. Although a parting tool should give you a good surface it will not be as good as a turned face, so if the quality of the surface finish is very important then you may want to consider turning the job around the other way and finishing the outside face of the bush with the lathe tool. The big downside of this is that you then have to cut the inside face and the smaller diameter with a right handed tool, which is a lot more difficult to set up. Consequently the options are to either turn the bush around and skim the top face down to size after it has been parted, in which case you will need to leave it slightly oversize, or try to get a good finish with the parting tool that you will be happy with as a final finish, in which case you need to part it to the final size.

Conclusion By the time you have gone through the planning and evaluated all the different ways in which you want to achieve the end result, you should have a pretty good idea of exactly what you need to do to set the job up in the lathe and are far better prepared to do the task. It might also be a consideration if you want to manufacture more than one item in the same session and you might even be considering a repetition of a series of processes. This is where tool selection and positioning in the tool post may also be considered again. Next month I promise we will attack a piece of poor unsuspecting brass with a tool! l

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history The Model Maker reports on the final trials.

Flotsam

&Jetsam

JOHN PARKER delves into the archives

5: Miss Eedee Crosses The Channel

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The channel crossing features in Electronic Developments advertising.

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he English Channel, 21 miles or 34 kilometres wide at its narrowest point, had provided Britain with a key natural defence for hundreds of years, but by the nineteenth century its protection was being eroded by technology. It was breached by a balloon crossing in 1785; a steam boat in 1816; a swimmer in 1875 and a radio message in 1899. The twentieth century brought the first heavier-than-air aircraft crossing by the Frenchman Bleriot, who crash landed in the grounds of Dover Castle in 1909. By the middle of that century the time had come for a model boat to make the attempt. 1951 was the year of the Festival of Britain, intended to herald Britain’s resurgence from the war years, and Electronic Developments Limited of Surrey realised that a channel crossing by a model boat, powered by one of their E.D. diesel engines and guided by one of their E.D. radio control outfits, would bring the company great publicity and sales. Head of their electronics division was George HonnestRedlich, one of the early pioneers of commercial radio control and author of the book Radio Control for Models (1950). As a prelude, the model named Miss Eedee, was introduced to the public when it visited the South Bank site of the Festival, having started from Richmond Bridge

and it successfully completed an open sea voyage of nearly nine miles from Fleetwood around the Wyre Light and back on 5th August. Model Maker magazine, Model Boat’s predecessor, reported on preparations for a possible cross-channel attempt in their August 1951 issue, which I hope is still readable as reproduced here. For an account of the actual channel crossing attempt, we need to refer to the October 1951 issue of Model Ships and Power Boats. They listed the crew as: George Honnest-Redlich; his assistant Trevor Owen; the managing director of Electronic Developments, Mr. Ballard; Mr. Gordon, proprietor of Hammersmith Models and owner of the chase boat Seagull II which had Mr. Smith as helmsman and Mr. Bowness, reporter for Model Ships and Power Boats. I suspect this magazine, by then the rival publishers of Percival Marshall, had an exclusive agreement to cover the attempt. In any case, the Seagull II was only a 20 foot cabin cruiser and complications would surely have arisen if Model Maker’s reporter were also on board! According to Mr. Ballard’s log, the model left Dover Harbour at 11:59am with the Seagull II some 100 yards behind it, heading for Cap Gris Nez. For the next few hours they battled to keep the model on the correct course in rough seas. Fortunately, Miss Eedee’s twin rudders could be progressively adjusted one way or the other to counter drift and not just hit the stops for a left or right. Owen, Ballard and Honnest-Redlich took turns at the controls of the model. In the middle of the afternoon they encountered a heavy bank of seaweed which caused the model’s engine to stop and four minutes were lost whilst they restarted it, claiming not to have touched anything else on the model. A cross-channel steamer was sighted coming the other way and then a tramp steamer which passed close to them. All seemed to be going well until 5:05pm, when due to an unreliable compass, they realised they were lost.

www.modelboats.co.uk

I find it quite amusing that whilst the model was still valiantly plugging away, the chase crew were in conference as to which direction to take and attempting to steer by the sun! Oh for a GPS unit or mobile phone. Their spirits must have sunk with the setting sun, but within an hour they had sighted land and concluded they were well north of their intended course. When it got dark at 7:45pm, they had to close up to the model and keep it in sight with a torch. It wasn’t until 8:39pm that they landed at Calais Harbour, 9 hours and 9 minutes after leaving Dover, having covered an estimated 32 miles instead of the intended 21. Designed by Honnest-Redlich, Miss Eedee was built by Mr. W. H. Price of Teddington Model Supplies and had a 5ft x 2ft (1525mm x 610mm) hull with a rudimentary cabin type superstructure. It displaced some 70 pounds (32kg) and was powered by an E.D. Mk. V 4.5cc diesel, a water-cooled modification of their standard Mk. IV, that drew its 33% ether fuel from two wrap-around tanks with a total capacity of 1.75 gallons (8 litres) and drove the two-bladed 3.25 x 1.75 inch (83 x 70mm) propeller at 5000rpm. The radio was a prototype E.D. Mk. IV. This had a three valve, three-channel reed type super-regenerative receiver responding to a two-valve 27.120MHz transmitter with a 6ft (1830mm) aerial and separate control box. It was a good effort for a small engine in a large hull, given the hazards of an open sea crossing, the basic and unreliable nature of radio control at the time and the need to carry sufficient high and low tension battery power to keep the valves operating for more than nine hours. Electronic Developments made the most of it in their advertising, and went on to make the first channel crossing by a model aircraft, the Radio Queen, in 1954. On that occasion, it was the model that got lost (after reaching France) and not the chase crew, so things were coming along…….. l

Model Boats August 2013

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special feature

Echoes of the Past DAVE WOOLEY meets some Battle of the Atlantic veterans

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Inset below: Veteran George Broomhead explaining to Ted Parr his job as a gunlayer on the P class destroyer HMS Partridge.

eeting veterans of The Battle of the Atlantic is more than a rare experience nowadays, it is indeed a privilege. In mid-April 2013 I was approached by Commodore Baum, commanding Naval Headquarters North Western Region based in Liverpool, asking if I could help by sourcing a number of models of the WW2 Battle of the Atlantic period to coincide with a visit by a number of veterans to the Naval Headquarters. Part of the purpose of visit was also for a team from Foundation, Art, Creative and Technology (FACT), who work as part of a project by the Museums of Merseyside, to record for posterity the thoughts and experiences of ordinary people doing their jobs in extraordinary circumstances. The ship model request was not specific, but as long as they represented RN warships involved in WW2 and included if possible a U-boat and surface raider, that would be fine.

The wardroom of the Naval HQ Liverpool with from left to right: Ted Parr, Ted Turton, Alan Derham and their models.

Thankfully these models were available via our modelling community and all within easy travelling distance of Liverpool. The models where provided by Ted Parr of Wirral MBC, Alan Derham of the Surface Warship Association and Ted Turton, a U-boat enthusiast. They managed to muster nine models and as it so happened, all bar one had some connection with the Battle of the Atlantic. Also included was a model of HMS Thunderbolt formerly HMS Thetis. The Battle of the Atlantic was fought over a truly vast area of water from the artic seas of North Russia to the North and South Atlantic and even the Western Mediterranean. Although the veterans interviewed were in their 90’s, their ability to recall events so long ago was remarkable and quite humbling. George Broomhead was a gunlayer on the P class destroyer HMS Partridge and he recounted his experience of his ship being

torpedoed by the Type V11c U-boat U-565 off the coast near Oran in Algeria, on the 18th December 1942. In the ensuing explosion, George, together with others of his crew, was blown overboard by the explosion and was one of only three who survived the following ordeal of being adrift at sea, initially whilst enduring their own ship’s depth charge explosions. George was keen to show his position on the four inch HA Mk. V gun with the aid of Ted Parr’s superb model of HMS Starling. Also attending was former HMS Devonshire crew member Tom Davidson, who was serving on the County class cruiser when the warship was hunting the most successful German commerce raider of WW2, the Atlantis. As Tom recounted, it was a true cat and mouse game, but eventually the writing was on the wall for Atlantis. He recalled how HMS Devonshire caught Atlantis in the early hours of the morning of 22nd November 1941 whilst the German ship was refuelling U-126 off Ascension Island. Bletchley Park had intercepted messages (captured Enigma device) and his ship’s gunfire finished off the Atlantis.

Above: The forward upper four inch gun turret on the modified Black Swan sloop HMS Starling,1:48 scale.

Ted Parr with his model of HMS Starling also showing a new painting presented to the Naval HQ by Edger Hodges.

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Model Boats August 2013

Inset: An unusual WW2 artifact that includes maps of the cities and towns of the UK.

WW2 veteran George Broomhead surrounded by a number of staff from the RN HQ in Liverpool.

Joe Dowson told how on 18th November 1943 his modified Black Swan sloop HMS Chanticleer was struck by a Gant passive acoustic torpedo from U-515, a Type 1X C U-boat whilst the sloop was part of the escort for convoy MKS 30/SL and 250 miles from the Azores. Joe was thrown over the side by the torpedo impact but was later rescued by his own, but now, severely damaged vessel. These experiences and the way they were recounted were quite spell-binding and as additional interest, Ted Turton brought along a German book with maps of major cities and towns in the UK. The date on the book’s cover is 1st August 1941 and the map of Liverpool is so good it could still be used today in the 21st century! At the end of the meeting, Ted Parr presented an especially made plate to former HMS Chanticleer crew member Joseph Dowson, it depicting Captain Fredrick John Walker of the famed Second Escort Group and the most successful anti-submarine warfare commander of WW2. The modellers present had a really interesting session, meeting and discussing their models with these veterans whose knowledge and interest in naval matters has not been diminished by the passage of time. My thanks to Ted Parr, Allan Derham and Ted Turton for their help and support. l Above: Joseph Dowson, a former crew member of the Black Swan Sloop HMS Chanticleer, being introduced to Alan Derham of the Surface Warship Association. The model in the foreground is the Southampton class six inch gunned cruiser HMS Manchester, 1:128 scale. Left: In the foreground is a 1:128 scale HMS Liverpool, a Southampton class cruiser built by Alan Derham. Both HM Ships Liverpool and Manchester, suffered badly as the result of torpedo hits during the resupply of the besieged Island of Malta VC in WW2. The model in the background is the Battle class destroyer HMS Vigo, also built by Alan Derham.

Model Boats August 2013

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49

billowing sails

Scale Sail DAVE PETTS’ Mini-Series

Part 4: Waterproof Hatch Construction 1

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ailing vessels, whether full-size or a model, heel due to the force of the wind on their sails and this will usually make at the very least, the main deck awash. It is therefore necessary to pay more attention to protecting the deck openings against the ingress of water than with the usually relatively stable ‘normal’ scale powered model. Those of us into model yacht racing, will usually seal their hatches with an overlay, or strips, of adhesive waterproof tape, but this is not something that we would normally wish to do on a scale sail craft.

Options?

2

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In the case of a model with a raised superstructure that contains the r/c and operating gear deeper within the hull, a cabin roof with a tight fitting internal lip secured with a brass pin or equivalent in each of the fore and aft corners will provide an effective barrier to the ingress of water. However, a more difficult problem to be solved arises when there is either an opening on the main deck or where there is only a slightly raised cargo hold surround. In this situation we have a choice of constructing a hatch opening with a sunken wooden L shaped frame on to which a strip of rubber window/door sealant is attached to the lip as in Photo 1, where just one piece of the seal is in place. When the hatch cover is bolted down, a very effective seal is obtained. For the securing bolts, a set of pronged tees with an 1/8 inch nylon bolt obtained from ‘The Balsa Cabin’, do the trick and the female part ‘tees’ with the prongs are placed under the holes in the cross-members of the lip framework. These should also be securely glued in place with epoxy as in Photo 2, which are the same things, but underneath a hatch. An alternative method is to make a hatch opening out of styrene card which has outer and inner vertical sides. A hatch is then made

Model Boats August 2013

3

6

billowing sails

7 4

8

5

9

10 instance is to make the installation on the centreline of the hull as this will obviously be the highest point away from the water when the model heels, Photo 8. To improve the situation the switch should be mounted on a base about 10mm high, Photo 9 which when fitted to the deck, Photo 10, is then hidden by a snugly fitting equipment locker cover as in Photo 11. Not the most ideal solution, but more than adequate in practice. l

from wood, styrene, or a combination of both, but with only a single male tongue. This male tongue is made to fit snugly between the two female uprights of the hatch opening as in Photos 3 and 4. When correctly made, this type of hatch construction is highly resistant to the ingress of water.

On/Off switches? We have discussed access hatches, but just as important is the protection to be given to the On/Off switch. Obviously it is best to mount the switch as high as possible on the model’s superstructure, which in the case of some scale sail models can be on the roof of the cabin as in Photos 5 and 6. In this case, please also note the battery charging socket alongside the switch, the whole thing being disguised with a glazed skylight, Photo 7. However, sometimes there is no cabin as with HMS Bounty currently under construction and here there is little alternative but to mount the switch directly on the deck. The secret in this

Model Boats August 2013

11

Contact details

The Balsa Cabin Unit 15 Heybridge House Industrial Estate The Causeway Maldon Essex CM9 4XL. Tel: 01621 859711 Website: http://balsacabin.webs.com/index.html Email: [email protected]

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51

scale musings

connected to a 40mm diameter propeller and using a 6 Volt supply, drew 3 Amperes whilst pushing a 12 pound (5.5kg) model along at 4 ft/ sec (1.2 m/s).

Two more

These two motors provide plenty of power, but at relatively low rpm, their being designed for Rock Crawler models.

Crawling Again…

Mooring Post GLYNN GUEST with his regular monthly column of advice and tips for modellers

In the March 2012 issue of MB I described the results of testing a ‘Rock Crawler’ type of motor. These look at first like the normal stock motors, that is 500 size but with exposed and replaceable brush gear. In fact they are wound with more than the usual 27 turns you find in most such motors. This results in a motor which turns at lower speeds, but can generate abundant torque without drawing excessive currents. They were intended for use in r/c vehicles designed for scaling over very rough terrain, hence the name ‘Rock Crawlers’. These motors looked suitable for directly driving the propellers of model boats, something not usually recommended for the 27 turn motors without the use of a gear/pulley speed reduction. The results of testing a 55 turn motor encouraged me to try it out in a model which proved a success. The motor was directly

Some months later I found myself in the position to buy and test more of these motors. The original motor was an INTEGY Matrix Pro motor with 55 single turns on each pole and a 65 turn version was obtained. The salesman also persuaded me to buy a more expensive Integy Modified motor which had 75 single turns. He assured me it was a much better quality and certainly displayed an impressive set of brush gear, plus what looked like a circuit board with some attached electronic bits. Being in magpie mode I could not resist this shiny new plaything!

Bench testing The new motors were connected up to a circuit that allowed the current and voltage to be measured when connected to different batter y packs. The free running or no-load speed was recorded using an optical tachometer. As I do not like to actually stall the motor to measure the stall current, this value was calculated from the armature resistance. The results are shown in Tables One and Two. Much as I had expected, the 65 turn motor had lower values of speed and current than the 55 turn motor. This trend was expected to continue when testing the 75 turn motor, but it surprised me as this motor ran faster and had a larger free running and stall currents.

Water tests

Table One: 65 Turn Motor

Nom. Voltage (V) Voltage (V) 2.0 3.6 4.8 6.0 7.2

Actual Voltage (V) RPM Free Running Voltage (V) Current (A) 2.0 1510 0.37 3.9 3076 0.38 5.3 4190 0.41 6.4 5044 0.42 8.0 6429 0.42

Table Two: 75 Turn Motor

Nom. Voltage (V) Actual Voltage (V) RPM Free Running Voltage (V) Voltage (V) Current (A) 2.0 2.0 1720 0.50 3.6 3.9 3535 0.52 4.8 5.3 4793 0.52 6.0 6.4 5831 0.59 7.2 8.0 7489 0.59

Stall Current (A) 4.3 7.8 10.4 13.0 15.6

Stall Current (A) 6.0 10.8 14.4 18.0 21.9

Table Three: Comparison of the three motors

Propeller Current (A) 55 Turn P30 1.4 P32.5 1.6 P35 2.6 P37.5 2.9 P40 2.9 P45 4.8 P50 5.6

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Current (A) 65 Turn 0.95 1.04 1.50 1.61 1.82 2.75 3.64

Current (A) 75 Turn 0.79 0.85 1.24 1.22 1.38 2.15 2.58

www.modelboats.co.uk

Both new motors were tested using various sizes of propellers. I used the commonly available plastic two bladed ‘P’ types which have a pitch of 85% of their diameters. Once again loading the propeller by immersing it in a bucket of water (not a perfect match to what happens with a model boat), but it usually produces a reasonable ballpark type of value. All these tests were carried out using a 6 Volt supply as that was felt to be the most likely voltage the motors would experience in a model boat. After a lot of water had been sprayed over the garage floor, the results shown in Table Three had been obtained. This table also includes the results of testing the original 55 turn motor. No surprises this time as for any given propeller, the current fell as the number of turns increased. The currents drawn by the 75 turn motor were very modest even when driving relatively large propellers.

Motor musings Being highly delighted with the performance of a model driven by the 55 turn Crawler motor, it is clear that the two new motors now have to be used. Something with a large propeller, but only requiring a low rotational speed is called for. This is clearly going to alter my model building planning that had just been drawn up for the next twelve months. I will confess that these motors do cost more than the standard 540 types, however the total extra cost might not be so great when the gears or pulleys that the cheaper motors demand to avoid being overloaded is taken into account. It might also be worth carrying out an Internet search as the increasing use of brushless motors could result in a few bargains being offered. l

Model Boats August 2013

Email: [email protected] Tel 01202 763480 Model Slipway R/c Assurance: WWII Tug 1/43rd 1108mm............................ £315.00 Tamar Class Lifeboat: 1/16th 1000mm............................. £367.00 Shamrock: M160 Fast Patrol Boat 1/24th 685mm........ £119.00 Sentinel: 34m Island Class cutter 1/40th 940mm............. £213.00 Drumbeat of Devon: Fisheries Protection 1/24th 915mm £219.00 Maggie M: Shelter Deck Trawler, 1/32nd 850mm.......... £239.00 Tsekoa II: Buoy Maintenance vessel 1/32nd 845mm....... £199.00 10 Hatch Coaster: Europa-type coaster 1:50th 1005mm. £254.00 4 Hatch Coaster: Europa-type coaster 1:50th 1005mm.. £254.00 Wyeforce: Harbour Tug1/24th scale 840mm................... £219.00 Dutch Courage: General Tug 1/32, 870mm..................... £249 00 Vielstroom: Buoy-Layer :1:40th 960mm........................ £233.00 Post War Envoy: Envoy Class Tug 1:48th 1108 mm...... £315.00 Admiralty: Envoy: Class Tug 1:48th 1108 mm... £366.00 Aziz: Anchor Handling Tug 1:50th 1105mm.................. £284.00 Our Lass II 21.5m twin-rig trawler......................................£274.73

Calda Craft R/c Joffre: Tyne Tug 1:48th 775mm ....................................... North Light: Weston isle coaster 1:32nd 660mm ........... Marie Felling: Crown Colony Tug 1:32nd 1105mm....... S.S Talacre: Single Hatch Coaster 1:48th 863mm........... Cumbrae :Clyde Pilot 1:32nd 864mm............................ Sir Kay: Table Class minesweeper 1:48th 933mm....... Imara :Tug Crown Colony Tug 1:32nd 1105mm........... Brannaren: Coastal tanker 1:48th : 1067mm.................... Milford Star: Steam Trawler 1:48th 933mm.................... Alte Liebe: Harbour tug 1:25: 984mm............................. Schaarhorn: Steam yacht 1:35 Length: 1140mm.............. Resolve: Salvage Tug 1:48th 1165mm............................ Amaranth: Herring Drifter : 1:40th 600mm...................... Thunder Tiger Sea Dragon Racing Yacht 993mm.... Laser :1/4 Scale Laser Yacht Inc with bag & radio.......... Graupner True Blue: Bermudian Rig..............................

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R/C Yachts Robbe Atlantis, Wishbone Schooner, 1:20, 1730mm....... £439.00 Robbe Windstar, 1Mt class inc Std Rig (Sail)................... £338.99 Aquacraft Vela One Meter sailboat .....................................£410.39 Thunder Tiger Vouger II 1Mt .............................................£149.99 ProBoat Westward RTS Return to base motor 69Cm ....... £139.60 ProBoat Serenity 1Mt Ep RTR 914 mm..............................£245.99

We are one of the largest stockiest of model boat Shops in England and currently have on display some 300 to 400 model boats. Split between static 'Plank on Frame and Radio Control kits From Companies like Robbe , Graupner , Aero Naut , Deans Marine , Marten Howes & Baylis ,Billing Model Slipway. Along with the static manufactures Calder Craft ,Victory Models , Amati , Mantua , Corel . In addition to this we stock a wide range of model Boat fittings, Radios Control Systems , Electric motors, and Steam plants, plus many other accessories for model boats.

WP Rhode Island Formula 1 Catamaran Artr Information : ARTR (Almost Ready To Run) Controlled via 2 functions With 1 brushless outboard motor After installation of the receiver and drive battery, the model is ready to go: Description: ARTR (Almost Ready To Run) model ,GRP hull ,Built-in brushless outboard motor ,Built-in controller ,Built-in servo Simple installation of the RC components Price:£255.60

Westbourne Model Centre 41 Seamoor Rd Westbourne Dorset BH4 9AE Tell/Fax 01202 763480 Opening Hrs 9:15..5:00Pm Mon-Sat Half Day Wed

Amati Static Tipo Riva Aquarama 1970 1:10th . 850mm .................. HMS TitanicScale 1:250 .1070mm................................... Ferrari Arno X1 RacerScale 1:8 . 790mm......................... Dorade modern yacht. Scale 1:20 . 856mm....................... The Schooner Endeavour POF 1:80 .480mm................... The Schooner Endeavour Pre Made Hull 1:80 . 480mm.. Rainbow Pre Built Hull Version 1:80 . 480mm............... Rainbow Plank on Frame Kit 1:80 . 480mm.................... Enterprise America's Cup 1930 1:80 . 460 mm................. Shamrock V 1:80 . 440mm................................................ Ranger America's Cup Defender 1:80 . 470mm............... Columbia 1958 Us Cup 12 Mt Class 1:35 . 68mm............ Constellation 1946 Us Cup 12 Mt Class1:35 . 600mm .... Schooner Endeavour America's Cup1:35 . 1150mm........ Robert E. Lee 1:50 . 600mm.............................................. H.M.S. Bounty 1:60th . 720mm......................................... New Bedford whaleboat 1:16th .550mm........................ Bluenose 1:100 .540mm .................................................... Pirate Ship 1:60 .780mm ................................................... Mayflower 1:60 .650mm...................................................

£352.50 £375.00 £332.00 £276.98 £9.99 £89.99 £89.99 £89.99 £89.99 £89.99 £89.99 £130.99 £130.99 £270.00 £266.99 £225.99 £128.99 £96.00 £88.04 £165.36

VICTORY MODELS Static Sciabecco 1:60 .720mm..................................................... £133.06 Chinese Pirate Junk 1:100 400mm..................................... £81.19 Viking Long Boat Oseberg 1:50 440mm.......................... £106.99 H.M.S Pegasus 1776 Sixth Rate Swan Class 1:64th .........£349.00 HMS Vanguard Ship Of The Line 1/64th 1171mm ......... £694.00 HM Cutter Lady Nelson 1:64, 530mm, 1/19c 10 gun........ £124.95 HM Bomb Vessel Granada, 1:64, 800mm……………..... £268.90 HMS Fly, 6th rate Swan Class Sloop, 1:64th 810mm........ £291.00 CALDERCRAFT (Nelson's Navy) Static H.M.S Victory: Ship Of The Line 1:72 1385mm............ £709.00 HM Brig Badger: Brig 1:64 600mm .............................. £161.00 H.M.A.V. Bounty : 1:64 660mm .................................... £157.99 HM Revenue Cutter Sherbourne, 1:64, 500mm……....... £72.61 HMS Mars: 1781 Armed Brig, 1:64, 790mm…………... £183.68 HM Mortar Vessel Convulsion: 1:64, 600mm…….......... £91.00 HMS Agamemnon, 1781 3rd Rate, 64 gun, 1:64 52"...... £615.00 HM Brig Supply, 1759, 675mm, 1:64 sc……………...... £135.50 HMS Cruiser, 1797, 18 gun brig. 1:64, 850mm……….... £193.57 HMS Snake, 1797, 18 gun Sloop, 1:64, 910mm……....... £194.57 HMS Diana, 38 gun heavy frigate, 1180mm…………..... £442.19 Mary Rose, 1545, 1:80, 730mm……………………….... £241.17 HM Bark Endeavour, (Cooks) 1:64, 725 x 275mm….... £208.06 HMS Jalouse, 1794 ex French 18 gun brig 1:64 815mm… £204.99

around the clubs

Ostend Ospreys Fast Electric Race Day

DAVE WIGGINS visits Althorne in Essex

Top: Three Mono-2 boats compete in the first of several closely fought heats. Note the rooster tails. The winner of this heat was Lee Heath. Above, above right & below: Views of the very latest RASCH Mono-2 class boat in detail and at speed. Note the trimming weights at one side of the hull, a quite a common feature of many FE boats. Power is a 1800KV motor with 6S LiPo battery. Boats: P & L Heath.

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O

nce upon a time I was quite active in the very first Naviga electric speed and speed-steering classes and have maintained a ‘sleeping’ semi-passive interest ever since. I say semi-passive, as I have used modern fast electric gear in my scratch built Canadian fast launches for some years now and have thereby kept myself up to date with the transition to brushless motors, three phase AC electrics etc. The Ostend Ospreys are regular international fast electric competitors, as their name suggests, but the club actually radiates from Heaths RC Models, which is located in Hadleigh, Essex. All ‘Ospreys’ are members of the MPBA and the club is always interested in meeting individual fast electric race enthusiasts looking to join a specialist and progressive electric racing model boat club.

Recently Paul Heath, the shop owner, suggested that I might care to come along to one of the regular race and practice days at their private lake in Essex. A mutually convenient date was the 21st April and thanks to a lift kindly provided by Stephe Hart, to whom I give my thanks and he is also the club contact. Anyway, I duly attended with a camera and packed lunch, the chosen day being a good choice as it was truly lovely with flat-calm water and warm sunny weather. The club raced (all Naviga classes), Mono-2 and Eco-Expert boats plus Hydro 1 and 2 (both for three point hydroplanes) combined under the watchful direction of officials Paul and Lee Heath plus Stephe Hart. It was a pretty busy day overall, although I was told they had fewer entries than usual.

www.modelboats.co.uk

Races The first race was for Mono-2 boats and three-boat heats were run. The winner of the morning session was Lee Heath running the very latest RASCH design, of which several of these high tech’ craft were present. I’ve included several pictures of this model as it is to my eye quite unusual. Like the three point hydroplanes (we’ll come to those later), Mono-2 class boats are fitted with outrigger drives and I’ve included a close-up picture of

Model Boats August 2013

around the clubs

Inset: Speed! An electric hydro’ in action. This pink boat is sourced from the USA. Below: An electric hydro’ from Europe. The speed has to be seen to be believed.

the engineering. The racing was close and fast in the ideal Spring conditions of the day. The next class run was Eco-Expert which sadly, attracted somewhat fewer entries. Stephe Hart ran a well proven Kukorelli hull to good effect winning the class fairly easily and gaining useful practice for this season’s forthcoming International events. Then it was time for the hydroplanes, Hydro 1 and Hydro 2! I took quite a few pictures of these exciting boats and the best pictures are shown here. Running at speeds in excess of 40mph, they reminded me of why I do not drive such boats (too old, dodgy eyes and slow reflexes etc.), but they are very, very impressive. There were the usual ‘thrills and spills’ with one unlucky competitor taking home a model in pieces. It is always amazing to me to see model boats running at such extreme speeds under electric power instead

of the 5 and 10cc glow plug jobs I was once so familiar with. Amongst all the fibreglass and carbon I was both surprised and pleased to see that there were also three timber boats present. A small hydro’ (pictured), was entered by Alan Hazeldean of the Elmbridge club and another by Roger Graves of Ostend Ospreys. A third plywood boat is the pink three-pointer, owned by Paul Heath of Heath’s RC Models and this originated in the USA where kits are available to the design.

The club Any electric model boat racer interested in joining the Ostend Ospreys club is invited to contact Paul Heath at the shop (open Monday to Saturday, 10am to 4pm with the exception of Wednesdays), or Stephe Hart. I’m sure you’d be made welcome and the club has a full schedule of regular planned race events. l

Above: Paul and Lee Heath prepare for Mono-2. Left: An interesting timber three-point hydro’ entered by Alan Hazeldean of the Elmbridge club.

Contact information

Heaths RC Models: Email: www.heathsrcmodels.co.uk Tel: 01702 553700 Paul Heath: Email: [email protected] Ostend Ospreys: Stephe Hart:

Model Boats August 2013

www.modelboats.co.uk

Email: http://ostendospreys.wordpress.com Tel: 01702 303176

55

readers’ models The German tug Hermes from the 1920’s and the starting point for this project.

machines and what they are capable of producing. The price at the time of writing for the basic Replicator printer is 1749$, so I appreciate it is not something you are going to buy on a whim.

How do these machines work?

Hermes

A Digital Model JOHN GEDDES describes his model t the beginning of 2012 I was browsing the web when I happened on the subject of 3D printing. On further investigation it appeared that this new technology was now becoming available to the home computer enthusiast, albeit at a fairly steep price. I was

A

intrigued however and after some market research decided to place an order for a MakerBot Replicator Desktop 3D printer, produced in New York, USA. MakerBot have a website: www.makerbot.com, which if you check has a lot of information about the

1

These Replicator machines are the tools that convert computer instructions into the mechanical activity required to make a physical object such as a gun turret or winch perhaps. To do this, G-code is the usual computer language with which people tell computerised machine tools how to make something. G-code is the common name for the most widely used Numerical Control (NC) programming language, which has many uses. For example, you may well have seen it at model engineering shows where a computer is telling a lathe or milling machine where and how to cut a lump of metal into something recognisable. In motor engineering for example, this could be a Formula One team factor y manufacturing from bar stock the suspension components of their latest grand prix car. The illustrations and You Tube videos of products produced by this MakerBot machine were not overly impressive, but it seemed to be the best buy at the time. When it was eventually delivered, some four months later after placing the order (demand was high apparently), contrary to my expectations I was very pleasantly surprised at the resolution of the initial test objects that were ‘printed’ (made) on the machine. Put simply, the machine builds up 0.3mm thick layers by extruding ABS filament through a heated nozzle, Photo 1. Here it is creating the hollow bow section. It doesn’t actually ‘cut’, but ‘builds-up’ the object using a somewhat refined version of the icing decoration parchment paper cone where the icing is squeezed out of the nozzle that is favoured by cake makers. There are numerous software variables to experiment with when creating the programme for the machine and it does need to be maintained properly as for example there is nothing more annoying than the ABS filament stopping extruding towards the end of a long 3D build of a single item. Anyway, whilst awaiting delivery of the MakerBot machine, a suitable project had to be selected and a model boat seemed to be good idea. This was because the aim was to produce complete sections of the hull on the machine, join them together and then motorise to create a working model. This was primarily to be an experiment in a domestic environment to see if it was practical and if the end-result would stand-up to scrutiny.

Choice of subject A vessel or boat with some character and scope for detail was needed, although also not too elaborate and a Google search found the line drawings for the 1920’s German ocean going tug Hermes. Her tall funnel and curved hull side coamings were particularly attractive as I really like ships from this period. The tug also had a narrow hull which meant less for the machine to do when making the cross sectional pieces, which was another attraction. A hull length of 500mm seemed to be nice size and it could be made-up from several cross-section pieces. Also at this size, the scale was approximately 1:76, or OO Gauge, so commercial figures could be used later. Finally, there was also a conventional card model of the Hermes available which proved invaluable for supplying information about the fittings and their positions etc.

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www.modelboats.co.uk

Model Boats August 2013

readers’ models

2

The digital stuff As an architect I am familiar with several drawing programmes, including the 3D programme SketchUp which was essential for this Hermes project. SketchUp is a 3D modelling program for a broad range of applications such as architectural, civil, mechanical, film as well as video game design and available in free as well as ‘professional’ versions. With two ‘plug-ins’ that run within SketchUp called Curviloft and Cadspan, it was possible to produce a ‘watertight’ model that could be interpreted by yet another programme called Replicator G that does the actual ‘slicing’ of the model and produces the custom G code files so the machine is given all the 3D information for production. The additional Curviloft programme, as the name suggests, allows you to ‘loft’ the section lines and gives a beautiful curved surface, that’s if you’ve got the lines right in the first place, but a ghastly twisted object if you have got it all wrong! Please note that the word ‘watertight’ in computer terminology means a model that has 3D thickness without any gaps or reversed surfaces. It does not mean in this instance that the hull is watertight as we know it in model boating terms, and it wasn’t in practice either! The actual 3D model as depicted in Photo 2, was produced after many hours of work, but the stern section was especially difficult to create on the computer. Photo 3 shows a somewhat simpler component and is the 3D drawing of the bridge unit, also produced via the SketchUp programme.

3

the job simply cannot be hurried. Eventually all the hull sections were complete and assembled together using standard DIY plastic pipe adhesive or UHU glue, Photos 4 and 5. As you can see, the superstructure and many of the fittings were created using the same process and in practical terms, a computer generated kit was created from a drawing. The gaps between the individual hull sections were filled and sealed with plastic filler - or so I thought at the time! One disadvantage of the machine was that some of the larger hollow plastic hull sections shrank a little as the plastic cooled. In the circumstances I thought this was acceptable given that the actual oceangoing tug must have had quite few ‘dunts’ (dents), as we say in Scotland. The model was painted using standard Humbrol enamel matt paints, so nothing remarkable there. The deck planking was printed on to thin styrene sheet, using a standard inkjet printer, the individual sections then cut to size and glued to the sub-deck. Likewise the bridge fascia timber panelling was printed on normal copier paper, glued in place and then given three coats of matt varnish to seal, Photo 6. The overall finish of the model is

Assembly, detailing & painting Creating (printing) the 3D hull sections on the replicator machine was time consuming, although it was doing all the hard work, but

4

5

Model Boats August 2013

www.modelboats.co.uk

6

57

readers’ models

7

with clear varnish and the result is pleasing, although not I fear up to the standard usually found in this magazine, Photo 7. However, it must be remembered that this was a project to see it was possible to create a workable model from a plan through computer programmes and the 3D replicator machine, so in that aim it has been successful.

Running gear Again, nothing unusual here as the model is fitted with twin propshafts and a scale rudder just like the original. The two shafts are driven by pulleys and belts, one crossed to give a contra-rotating action, all from a single motor, Photo 8. A standard r/c installation is used, it being a 2.4GHz five channel Spektrum radio; an Mtroniks Viper speed controller; a mini rudder servo; conventional brushed 6v motor and a Graupner NiMH 6v battery as the power supply. Another advantage of the 3D printing process is in the ability to produce components such as a battery holder, motor mount and stand for the model, pretty much to the exact sizes and shapes required. The On/Off switch is hidden below the after deck skylight housing and the completely removable aft deck section is secured with a chipboard screw disguised as an oil barrel on the aft starboard side just above the speed controller.

9

On the water Hermes performed well on the water, Photo 9, bearing in mind the project was experimental. Ballasting was with self-adhesive weights designed for model aircraft balancing which made the task easy. However, when initially on the water, the hull leaked due to poor adhesion between its sections of shaped ABS plastic, but after coating with more DIY pipe adhesive, the hull did eventually became 100% watertight.

8

Conclusion

This project was a test to see if it is possible to create the shaped parts for a scratch built model, and in particular its hull, by just sitting in front of a computer. In that aim the project has been successful, although the result is not perfect. The technology is in its infancy for domestic users and 3D printing has a long way to go, not least because of the cost of the machines, but the thrill of seeing an object appear in the Replicator machine from a virtual image created digitally by oneself, is hard to beat. As with all things nowadays, the cost of the machines is reducing almost daily, so may become more viable domestically in the next few years. Just think how cheap desktop inkjet printers are now compared with a few years ago when dot matrix printers were what we usually used.

58

www.modelboats.co.uk

The resolution of the latest models of 3D printer have increased to 0.1mm per layer, which makes the completed item less coarse and much smoother and therefore more acceptable for model making. In practical terms this means that individual curved hull sections created by the machine should match each other much better. Mind you, the shrinkage problem is something I am still working on and how best to resolve. The speed of printing (making the item) has also increased in the newer models of 3D replicator. So, who knows? In the future, a download of all the G-codes for a model may replace the conventional kit in a box, but the joy of inspecting the physical contents of your latest purchase and modelling project would then be somewhat diminished I suspect. l

Model Boats August 2013

format

A

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show report

Alfold 2013 DAVE BRUMSTEAD visits this popular South East England charity event

T Top: Traders to the left, club displays and Bring & Buy (plus the lake) to the right!

his annual two day Charity Model Boat Show was held over the weekend of 1st/2nd June in the grounds of the Merchant Seamen’s War Memorial Society Home, in Surrey, England, that is not far from the Dunsfold aerodrome. The society is now becoming known as ‘Care Ashore’, their aim being to provide sheltered housing and support for anyone who has served in both the Merchant and Royal Navy, as well as the UK fishing fleets. All entry proceeds from the weekend went to the society with the Guide Association providing support with refreshments etc. The venue includes a large lake, toilet facilities, camping field and a large grass area for the clubs and traders. The weather was what we normally associate with this event, it being bright, warm and sunny, a nice change after the damp conditions experienced earlier in the year.

Chris Jackson’s winning scale boat Kathy J was based on the Caldercraft Clyde Puffer.

Marshall Styles (left) was awarded the Best in Show award for his MTB 488.

Above: MTB 488 was first in Warship Class and Best in Show. Right: Peter Shire’s Lucent’ was first in Scale Sail.

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www.modelboats.co.uk

Model Boats August 2013

show report

Mr. Murray’s winning Novelty boat ‘Just Stubborn’ on the West Hampshire Modellers stand.

Above & inset: Members of the Southern Model Lifeboat Society with Peter Tarrant of the RNLI and the shield in recognition of their 25 years of fundraising.

Models By Design now have a small version of the Safehaven Marine Wildcat 16M.

There was trade support with a number of vendors offering kits, semi-kits, fittings, sound units, motors, decals, electrical components, hulls and more, so enough to satisfy many model making needs and quite a few enthusiasts make a weekend of it, so the camping and caravan area was quite full. The turnout of clubs and individuals was very good, with some impressive models on display and the traditional Bring and Buy Stall was well stocked and at times quite swamped by modellers looking for bargains! Notably, the weekend was a special occasion for the Southern Model Lifeboat Society, because they were presented with a

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shield by Peter Tarrant (Southern Area Fundraising Manager, RNLI) in recognition of their 25 years of fundraising for the RNLI, so ‘Well Done’ to Reg’ Woodcock, Tony Olliff, Stuart Clements, Peter Henwood and David Giles for their efforts on behalf of this worthwhile charity. On the model boat side, apart from organised free-sailing, there is an element of model judging in various classes and some of the top models are pictured here.

Conclusion This is a popular event, run for the benefit of a worthwhile charity and it attracts a broad range of clubs and models plus some trade

support, but perhaps most important, it is run in an amicable and easy-going atmosphere that enables modellers to chat about their hobby, sail model boats and purchase bits and pieces in a nice environment. So, if you are in the south east of the UK, then check for the 2014 dates to be confirmed in this magazine and on websites - as you won’t be disappointed if you come and support it. l

Above: Graham Sheppard of Hunter Systems, a regular on the show circuit and a supporter from the very first event here at Alfold.

Model Boats Magazine is now only a click away! You can find us online at...

www.modelboats.co.uk

Website content includes:

l A Gallery which features photo albums of models, including some under construction by Model Boats readers and being updated as they progress. l A Forum that has sections for: Beginners, General, R/C and Accessories, Static, Kits, Scratch build, Steam, Vintage, Events and Chat.

Model Boats August 2013

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l A Features area that has sections for: Build Features, Kit and Product Reviews, Hints, Tips and Technical, Show and Regatta Reports and General Interest Articles on Model Boating.

l A Link to www.myhobbystore.com which has over 3000 plans available and numerous modelling items, books and kits. These can all be purchased online.

61

crows nest

Bench test

News from Marcle Models Recently introduced card warship models The GPM kit of HMS Dragon in 1:200 scale.

Model Boats looks at new products

ATTENTION - MANUFACTURERS & DISTRIBUTORS l These pages are open to you - your shop window to bring to the attention of our thousands of readers, new products - kits, books, videos, engines, R/C gear, motors, anything that could be of interest to model boat builders. Send your information initially to Model Boats Test Bench, PO Box 9890, Brentwood, CM14 9EF - or ring the Editor on 01277 849927 for more details. You cannot afford to miss this opportunity!

Magnetic Switches from Alexander Engel KG One of the problems with a scale model is sometimes the question of where to put the On/Off switch. On model submarines this can be a particular problem and a magnetic switch circumvents this problem by avoiding the need to have an opening in an otherwise watertight compartment. These switches also have an application on ‘normal’ surface models as well as they operate by a magnet being passed over the bulkhead or deck behind which this switch is mounted, the magnet passing over the two reed switches to turn on (and off) the main power supply. A similar method is used on the award winning model of HMS Warspite built by Colin Vass, that readers will have seen at shows across the UK in recent years. The switch shown here comes from Alexander Engel KG, a major manufacturer of r/c model submarine kits and is for 12 volts and up to 16 amps supply. With this 16 Amp version the main power supply (receiver with a battery eliminator circuit and main drive battery) can be switched on and off just by moving the magnet from front to back (or vice versa) over the device behind a known area of the hull, without having to actually ‘open’ the model.
As soon as the switch has been successfully activated, a ‘peep’ sound is heard. Furthermore, the incorporated battery monitor will alert the user in case of low battery capacity (less than 9 volts) through continuous sequences of ‘peep’ sounds. There is also an LED that can be viewed through a transparent panel, or porthole perhaps? The magnetic switch shown here is Item No.1567, its dimensions being 71 x 24 x 29mm, weight is approx. 32.5gm, operating current: 9 to 24 volts and maximum load is 16 amps (constant) or 30 amps for four seconds. There are easy to use connectors for ‘power in’ and the ‘power out’ connections. Price for the 12v/16amp unit shown here is 39.95 euros and the recommended Neodym magnet to make it all work is 3.79 euros. A very small add-on unit can be purchased for operating a separate receiver battery, or if purchased combined with the unit shown here, it all costs a total of 49.95 euros. A 6v/16 amp unit is also available. Alexander Engel have an excellent website: www.engel-modellbau.de with a very easy to use online ordering system and credit/debit card charging. Service is excellent - if ordered on a Monday, usually the items arrive in the UK within four working days by a ‘signed for’ service. Post and packing is extra, but it is all very reasonable. There are also numerous other items, apart from the obvious submarine kits and parts that are of interest to model boaters generally, including some good prices on r/c gear, both 40MHz and 2.4GHz, that are available from this supplier. Review by Paul Freshney

GPM This card kit producer has published a 1:200 scale full hull kit of HMS Dragon for £41.95. The D-class cruiser was completed in August 1918 and saw brief war service in the Harwich Force until 1919. She served in WW2 in the Mediterranean and the South Atlantic. She was lent to the Polish Navy in January 1943, and was torpedoed during the Normandy campaign. She was scuttled to become part of the invasion harbour defences. The detailed kit makes a model over 28 inches long, depicting HMS Dragon as she was during her Polish service. The kit parts are printed on eight sheets of A3 card and paper, with a further six pages of diagrams and illustrations and some generalised English instructions to supplement the Polish text. Whilst the kit is complete in itself, there are accessories which may be purchased separately. A set of laser-cut parts for HMS Dragon (£29.95) contains internal hull parts, railings and other details which replace those in the printed kit. A set of metal gun barrels (main and secondary armament) for HMS Dragon (£8.95) is also available.

JSC’s double kit of HMS M18 & Delapan in 1:400 scale.

JSC They have published a 1:400 scale waterline double kit of HMS M18 & Delapan for £5.95. The monitor HMS M18, commissioned in July 1915 and mounting a 9 inch gun, saw service in the Gallipoli campaign bombarding Turkish positions. After the war, she and her sister, HMS M19, were rebuilt as oil tankers. M18 and M19 were renamed Anam and Delapan. They were subsequently sold to a German company where they operated as bunkering ships. Anam, by then in Italian service, was sunk by HM Submarine Taurus in April 1943. The kit, which unusually comprises several long strips of card, has parts for both HMS M18 and M19’s subsequent incarnation as the Delapan. The completed models are each just over 5 inches long. All prices include UK P&P and world-wide surface mail. Overseas airmail is available for an extra £7 per order. All available from Marcle Models, Turnagain, Finch Lane, Amersham, Bucks, HP7 9NE,England. Tel/fax (+44) 01494 765910, website: www.marcle.co.uk. The Engel 12v/16amp Magnetic Switch, Item No.1567, price 39.95 euros plus p/p.

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Model Boats August 2013

crows nest

EMA Model Supplies

Readers may not be familiar with this supplier of architectural, educational and hobby model parts. Recently received was their comprehensive catalogue that includes a huge range of styrene profiles, sheet, embossed tread plates, ladders, steps, valves, discs, wheels and much more. This is apart from items such as winches, lights and figures in scales from 1:16 to 1:500, which can be adapted for marine use. The catalogue also includes gears, chains, pulleys, motors, tools and hot wore cutters as well as the styrofoam used in the ‘Away with the Faireys’ feature article in MB July 2013. EMA Model Supplies are at 14 Beadman Street, London, SE27 0DN, tel: 01932 228228, fax: 01932 253766, website: www.ema-models.co.uk, email: [email protected]. Please note that personal visitors must make an appointment before arriving. Minimum order is £12 plus p/p and orders can be placed by email, telephone, fax and post. The 115 page catalogue is usually free on request with an order. Review by Paul Freshney

British Frigate vs French Frigate 1793 - 1814 Written by Mark Lardas, illustrated by Peter Dennis. Softback, 80 pages, 247 x 185mm, 67 illustrations, drawings, diagrams and maps in colour and black & white, ISBN: 9781-78096-132-3, price £12.99. Published by Osprey Publishing Ltd, website: www.ospreypublishing.com. Available from The Book Ser vice (TBS) Ltd. Distribution Centre, Frating Green, Colchester, Essex, CO7 7DW, tel: 01206 256002, email: [email protected] or through the usual retail outlets. In the age of fighting sail (16501820), ambitious of ficers of the

navies of many nations sought command of a frigate. Speedy, nimble and formidably armed, frigates often operated independently, unlike the larger ships of the line. Legendar y sailors such as Edward Pellew and Charles-Alexandre Léon Durand, Comte de Linoise, found that commanding such a ship of fered numerous oppor tunities for glor y and wealth. Although frigates were usually deployed in squadrons or attached to fleets, it was victories in single-ship duels that thrilled the public and brought their captains fame. During nearly two decades of naval warfare, frigates of the Royal Navy and the Marine National fought no fewer than 45 such actions. In this illustrated book, the author Mark Lardas, examines four representative frigate duels: First, a battle fought between two closely matched ships, HMS Nymphe vs MNF Cléopâtre in the English Channel in June 1793; second, a victor y won by the British frigate HMS Indefatigable, of Hornblower fame, vs the French frigate MNF Virginie in the Western Approaches in April 1796; third, the elderly frigate HMS Ambuscade vs MNF Baïonnaise off Bordeaux in December 1798; fourth, when a weaker British frigate outgunned and captured a significantly superior counterpart, HMS Sybille vs MNF Forte, in the Bay of Bengal, India, in Februar y 1799.

Marks Model Bits They have a GRP moulding set for a 1:12 scale crab boat/inshore fishing trawler. These small fishing boats can be found in most harbours and fishing ports around the UK. The hull measures 39 inches (100cm) long by 12.5 inches beam (32cm) and it is manufactured using the original moulds from Bosun’s Model Boats. Included in the price is a GRP deck with moulded in planking detail, a GRP wheelhouse with window frames and door detail, and a GRP wheelhouse roof. Price is £150 + delivery. Further details on the MMB website: www.marksmodelbits.com, email: [email protected], or tel: 01633 431010.

Model Boats August 2013

Featuring full colour artwork and offering expert analysis, this study provides a vivid account of the bloody combats fought by the most romantic warship of the Napoleonic era, namely the frigate. This book is a must-have for modelmakers, enthusiasts and historians with an interest in this period of Anglo-French naval histor y. Book review by John Deamer

The World’s Greatest Battleships – An Illustrated History

Written by David Ross, hardback, 224 pages, 305 x 235mm, over 200 photographs, artworks and illustrations in black & white and colour. ISBN: 978-1909160-60-6, price £19.99. Published by Amber Books, enquiries to Casemate UK Ltd., 10 Hythe Bridge Street, Oxford, OX1 2EW, tel: 01865 241249, website: www.casematepublishing.co.uk. Available direct from the publisher or through the usual retail outlets. For more than 400 years, the big-gun warship stood as the supreme naval war machine. It was not only a major instrument of warfare, but a visible emblem of a nation’s power, wealth and pride. So powerful was the link between the battleship and the national feeling that even into the nuclear era, some ships like France’s Richelieu, were held in naval reserve. The World’s Greatest Battleships features 52 of the greatest warships to

have sailed and fought in the last five centuries. Beginning with English King Henry VIII’s flagship, Henry Grace à Dieu, the book covers all the main periods of battleship development, including the great sailing ships, such as Sovereign of the Seas, Santisima Trinidad and Victory. The advent of steam-driven warships provides the core of the book, beginning with introduction of France’s Gloire in 1859 and continuing through all the major pre-Dreadnoughts, such as Inflexible, Mikasa, Indiana, and Tsesarevich. The author, well known maritime historian, David Ross, continues with detailed coverage of the great battleships of the two World Wars including Derfflinger, Nagato, Hood (strictly speaking a battlecruiser), Scharnhorst, Vittorio Veneto and Iowa. The book concludes with the last new British battleship to be commissioned, HMS Vanguard in 1946. Also included are some of the world’s other greatest and most powerful capital ships. Many had eventful careers and participated in famous actions – such as the Prince of Wales and Hood’s pursuit of the German raider Bismarck; others such as the Tirpitz are remembered as a lurking threat; yet some like the USS Maine are remembered for being sunk in mysterious circumstances. Each entry has a brief description of the battleship’s development and history, together with profile view, key features and specification. This beautifully illustrated book is packed with colour artworks and photographs (mostly in black & white) and is a stunning guide for model boat builders, naval historians and enthusiasts alike. Thoroughly recommended! Book Review by John Deamer

The new Marks Model Bits 1:12 scale crab boat/inshore fishing trawler GRP hull, deck and wheelhouse.

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MODEL BOATS COLLECTION DISPOSAL. Includes: Aerokits 34 & 46 inch 1977 & 1979 ASR; Malaysian Navy MTB; Mississippi stern wheeler; Venetian water bus; Andrea Gail; 1980 Robbe Princess. All mint condition, £1500 the lot. Further information from Mr. D. Stirk, tel: 01845 501922 (Thirsk, Yorkshire). HMS VICTORY MAMOLI KIT. Scale 1:90, 1116mm long x 773mm high in unopened box. Current retail price is £525, but offered for £360. Please contact Clifford Adcock, tel: 01159 255963 (Beeston, Nottinghamshire). CLYDE CLASS LIFEBOAT, 70 inches long, built by Neil Howard Pritchard. £1000. Paul Parfitt, tel: 01304 363448 (Deal, Kent). MODEL YACHT. One metre. Royal Blue, complete with mast, sails, winch, good condition, £125. Buyer collects. Roger Masters, tel: 01159 762675 after 6pm (Nottingham). SEVENTY NINE copies of Model Boats and Marine Modelling International, £45, buyer collects. M. Johnstone, tel: 01925 817651 (Warrington, Cheshire).

SIX WOODEN BOATS, plus wagons (trolleys) and a stacking frame. Yachts are 3 x 5ft & 1 x 3ft include r/c, masts, sails, lead keels etc. £500 for everything, plus odds and ends. Buyer collects. Further information from Frank Pulford, tel: 01516 396762 (Wallasey, Merseyside). ABERDEEN TRAWLER, working lights, booms, nets, r/c, transport trolley, £150. Also Western Isles fishing boat, plank on frame, r/c, lights, £160, and USS Crockett FPB plank on frame with r/c, £300. G.W. Crisp, tel: 07772 398911 (Hexton, Herts). PADDLE TUG EPPLETON HALL inc. battery, Tx etc. Ready to sail, buyer collects, £225. Mr. K.W. Barnes, tel: 01256 359928 (Basingstoke, Hampshire). A CLASS YACHT with various sail rigs, Graupner winch, Spektrum 2.4GHz r/c, £450. Also 10-Rater, wood and carbon, sails, Hitec winch, Spektrum r/c, £350. Derek Taylor, tel: 01823 662816 (Wellington, Somerset). R/C YACHT, 33 x 8 ins, Sirius sail winch, stand, Tx, ready to sail, £100 ono. Mr. K. Jacques, tel: 01162 778391 (Leicester).

MODEL SLIPWAY LOYAL MODERATOR. Ex-Jim Orme, r/c, Decaperm motor, excellent on the water, but too heavy to lift now, £250. Money to go to Air Ambulance. Mick Knowles, tel: 01283 218861 (Swadlincote, Derbyshire). FAIREY HUNTSMAN 31. Length 46.5 inches, 15 inches beam, two 850 motors, full r/c, wood construction, trolley, stand, batteries and charger 12v. Buyer collects, £350. J. Pearson, tel: 01483 761834 evenings only (Woking, Surrey). HARBOUR DEFENCE LAUNCH 1:24 scale, Futaba T6EX r/c and display cabinet, £325. Richard Priestley, tel: 01709 869864, mob: 07973 933289 (Doncaster, South Yorks’). SNOWBERRY Flower class corvette, r/c, motor and smoke. £250 ono. Also large Moorcock tug, working radar, smoke & rudder servo, but no r/c or esc. £350 ono. P. D. Dyer, tel: 01202 690130 or 07971 808066 (Wimborne, Dorset). THUNDER TIGER NEPTUNE. R/C submarine, 4 channel 40MHz r/c, chargers and batteries etc. As new, £200 ono. Mr. Walton, tel: 01355 458759 (East Kilbride).

THUNDER TIGER ODYSSEY. Part-built, servos fitted plus extra new Hitec sail winch, with all parts to finish, £75 ono. Buyer collects, Mr. D. Lane, tel: 01773 603707 (Alfreton, Derbyshire). MODEL SLIPWAY CONSERVER buoy maintenance survey vessel, 760mm with r/c, £130. Also, twin screw Dutch Courage tug, 870mm, bow thruster and r/c, £270. George Parker, tel: 01933 673160 (Wellingborough, Northampton). CLARKE METAL LATHE CL300M plus 3 jaw chuck, internal & external jaws; 4 jaw chuck, tailstock, machine faceplate & tools. Little used, £375, buyer collects. Colin Fenn, tel: 01443 410066 (South Wales). MOUNTFLEET CRUISER TUG. Includes motor and servo, 48 inches long, £575. David Taylor, tel: 01829 760080 (Cotebrook, Cheshire).

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MODEL SLIPWAY TSEKOA II plans, 1:32 scale. Will pay postage. Mick Nicholson, tel: 02380 420487 (Southampton).

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MB Vol 63 No 753

propwash

BMPRS News Website: www.bmprs.co.uk STEWART RAE (SCOOP) with a report from Nottingham, 28th April 2013

W Below: This was one of the best turnouts BMPRS has had since its inception, with 35 boats racing on the day and actually more entered, but not arriving on the day.

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ell, as they say there is always a first time for everything! In this instance I missed for the first time ever a race date of a BMPRS meeting due to a bad chest infection which literally floored me. I didn’t even have the energy to read the label on a can of chicken soup which I was told would be good for me! So this report is complied with the assistance of the BMPRS membership and in particular the Officer of the Day (OOD) at Nottingham who is also our chairman, Danny Bell. He reported back that it was one of the most hectic and busy

Luke Bramwell’s boat being readied for a test session. Compare the size of this A class boat with the D class in the background.

days we have ever had since our inception as the BMPRS. The weather was cool, dry and light winds with sunny spells. Order of play for the morning session was AA, A, D1, B, C, D2, Cat 1 and Cat 2 classes in that order with the traditional AA to D classes running 15 minute heats and the catamaran classes running 10 minute heats, all with a one minute Mill Time before race start. The afternoon session started with the Cat classes and then the AA to D classes as per before the lunch break. Danny called in to me on his way to Nottingham to collect the dinghy outboard motor, the local club providing a dinghy, but we provide the motive power and other associated gear such as the lifejackets, lap counter, scoreboards etc. We are very fortunate that we have members prepared to go out of their way to ensure the smooth running of not just our Society, but also to go the extra mile (literally in this instance!) on race days. Anyway, as I missed the actual event I have been totally reliant on members sending in

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reports of what happened to their boats on the day, so later in this article their very own words will be put to print. So may I thank them at this stage for all their help and thanks also to our Health and Safety Coordinator Mark Wild who has supplied a selection of photos from the day.

AA class Mike Barnes’ Sea Spirit II MDS 28 and Andy Rennie’s Challenger 43 OS 21 had two very close heats almost swapping lap scores between themselves. It left Mike’s Sea Spirit taking the win by just one lap with a total of 59 against Andy’s 58, so just how close was that? Mark Beesley’s O/S 21 outboard powered Cavalier popped up in third spot with a two heat total of 36, followed three laps further back by John Temlett’s Challenger 31 Force 21. Sha Simon’s BMR Proto Mach 26 managed just one lap for fifth but also took from the race day six championship points for her trouble.

Model Boats August 2013

propwash A class

Craig Dickson ran his Crusader III ASP 46 to a very consistent 32/31 laps for the top spot, another Crusader III ASP 46 came second with 56 laps but this was driven by one of our junior members, Kian Searle, who just happens to be currently leading the A class championship table closely followed by another junior member, Luke Bramwell, driving his Sea Spirit II SC 46 and who took third spot with 30 laps to take him into second spot in the championship thus far. It seems to me like the juniors are giving the older racers’ a run for their money yet again! Kurt Cave’s Cougar MDS 40 took fourth spot with a 14/2 split and therefore received eight championship points.

B class Malcolm Pratt had a runaway victory with his Apache 50 CMB 67 taking 64 laps and reverse that number and we have the 46 laps from Garry Dickson’s second placed Challenger 48 Webra 61. Up in third place popped Andy Rennie’s Warhawk CMB 67 with a total from the two heats of 44 laps whilst Barry Wood’s Crusader II Picco 67 never managed to complete a lap, so sadly no championship points scored for him this time.

Above: Rescue! Where would be without them? Note the lifejackets and during racing, the rescue boat and its crew endeavour to be in a position to reach any part of the course quickly, but also not to interfere with racing. Competition models are expected to slow down when in the rescue boat’s vicinity. Below: A128: Young member Kian Searle had a good day with his A class boat coming second in this class.

C class With only three entries in this class everyone would make the podium assuming they all managed to do some laps or at least one complete lap! Well they all managed to do that with Andy Uttley’s Arrow 57 CMB 91 RS coming out on top with 79 laps against that of second placed Ian Searle’s 51 laps clocked up by his Magnum CMB 90. Mark Beesley’s Aeromarine xxx took third spot, having completed 28 laps.

D class These are the big petrol engined boats. Seven different hulls and eight different engines competed today and fast and furious was the name of the game with these boats. Kevin Alcock drove his Patriot Gizmo 30 into first place with 88 laps to its credit and a 37/45 split gave Paul Woolacott a total of 82 laps and second spot for his Zenoah powered Apache. Two laps further back found Andy Uttley’s Phantom 145 Arrow 31 taking the last position on the top three podium. Another Phantom 145 Gizmo GZ4 driven by Mike Durant took fourth place having completed 74 laps in the two heats. Fifth place went to Garry Dickson’s very consistent Zenoah 31 Miami 55 which clocked up 70 laps and another very consistent lap count came from Mike Barnes’ Patriot Gizmo 28.5 with a 30/31 split. Malcolm Pratt’s J&G 29 Sigma took 53 laps from the 30 minutes (two 15 minute heats) and Kurt Cave’s Sigma KRC 29 came in with 36 laps for eighth. In the final confirmed finishing position, Tony Gilder’s PPB Skater popped in 23 laps, having not competed in the second of the two heats. However, unfortunately Mick Jones driving his QD Pioneer Lancer, found himself disqualified after a technical infringement, but the rules are there for the benefit of everyone.

Model Boats August 2013

Class 1 catamarans

Unable to run his Sprint Cat Mac 60 for more than a few seconds, Bob Cheshire retired his entry leaving just one other in this class. It was therefore agreed by all present that all Kurt Cave had to do for the win was to successfully negotiate one lap. Kurt chose to keep everyone in suspense by waiting for the afternoon session to complete this mammoth task (!), with the one lap required from his T/T 21 outboard powered GPL Tunnel hull, thus he was duly confirmed the winner. So we come to the Class 2 Cats.

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Class 2 catamarans

This is a mixture of nitro (glow fuel) or petrol powered boats and is proving quite popular amongst the drivers. Garry Dickson’s mean looking petrol powered Sikk 25 Navicraft Thunderbolt blasted it’s way to a well deserved first place having covered a 27/27 split for a 54 lap total, demonstrating consistent driving from this northern based BMPRS member. A CMB 91 RS nitro powered cat’ driven by Malcolm Pratt took the second prize with a total of 38 laps whilst 31 laps was good enough

Above: C127: Ian Searles’ Magnum CMB 91 RS powered boat. This is a very different design of hull from that of C22, Andy Uttley’s, but it can still achieve lap scores to match the best in the offshore racing. Below: AA11: Andy Rennie’s AA class boat has just overtaken Mike Barnes’ slowing Sea Spirit II.

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propwash BMPRS Results: Nottingham, 28th April 2013 AA class Name 1 Mike Barnes 2 Andy Rennie 3 Mark Beesley 4 John Temlett 5 Sha Simon

No 4 11 176 76 60

Hull Sea Spirit II Challenger 43 Cavalier Challenger 31 BMR Proto

Engine MDS 28 OS 21 OS 21 O/B Force 21 Mach 26

Heat 1 c/b 27 3 32 2 19 1 24 4 0

Heat 2 c/b 32 2 26 1 17 9 1

Total 59 58 36 33 1

A class 1 Craig Dickson 2 Kian Searle 3 Luke Bramwell 4 Kurt Cave

55 128 83 7

Crusader III Crusader III Sea Spirit II Cougar

SC 46 ASP 46 SC 40 MDS 40

32 26 16 14

4 3 1 2

31 2 30 1 14 2

63 56 30 16

B class 1 Malcolm Pratt 2 Garry Dickson 3 Andy Rennie 4 Barry Woods

9 44 11 43

Apache 50 Challenger 48 Warhawk Crusader II

CMB 67 Webra 61 CMB 67 Picco 67

291 3 30 3 17 2 0

5 1 16 27 0

64 46 44 0

C class 1 Andy Uttley 2 Ian Searle 3 Mark Beesley

22 127 176

Arrow 57 Magnum AM xxx

CMB 91 RS CMB 90 CMB 91 RS

32 1 11 2 13

47 1 40 2 15

79 51 28

D class 1 Kevin Alcock 2 Paul Woolacott 3 Andy Uttley 4 Mike Durant 5 Garry Dickson 6 Mike Barnes 7 Malcolm Pratt 8 Kurt Cave 9 Tony Gilder 10 Mick Jones

75 80 22 8 44 4 9 7 46 59

Patriot Apache Phantom 145 Phantom 145 Miami 55 Patriot Sigma Sigma PPB Skater Lancer

Gizmo 30 Zenoah 27 Arrow 31 Gizmo GZ4 Zenoah 31 Gizmo 28.5 J&G 29 KRC 29 RCMK 26 QD Pioneer

38 45 45 37 32 30 34 19 23 *

50 37 35 37 38 31 19 17 0 *

88 82 80 74 70 61 53 36 23 Disq

Class 1 Catamarans 1 Kurt Cave 2 Bob Cheshire

7 325

GPL Tunnel Sprint Cat

T/T 21 O/B Mac 60

0 0

1 0

1 0

Class 2 Catamarans 1 Garry Dickson 44 Navicraft 2 Malcolm Pratt 9 Cat 3 Paul Woolacott 80 Cyclone 4 Tony Gilder 46 PPB Skater 5 Kurt Cave 7 Drag Cat 6 Kevin Alcock 75 Conquest 43 7 Mark Wild 5 Avenger Cat

Sikk 25 27 27 54 CMB 91 RS 13 25 38 Zenoah 12 19 31 RCMK 26 24 2 26 Zenoah 26 6 16 22 RCMK 26 9 0 9 Arrow 26 * * Disq

Note: ‘Disq’ is disqualification for a technical infringement Best Boat: Garr y Dickson, Navicraft Thunderbolt, Sikk 25 Highest laps of the day: Kevin Alcock, D class Patriot, 88 laps

C22: Away goes the 15cc nitro (glow fuel) powered boat of Andy Uttley. These boats are almost as fast as the petrol engined D class boats.

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for third spot for Paul Woolacott’s Cyclone powered by a 26cc Zenoah engine. Tony Gilder’s PPB Skater Cat RCMK 26 took fourth place. He has set this boat up to comply with the rules for both the conventional D class as well as this Class 2 catamaran class, which makes economic sense as he gets to run one boat in two different classes, but having said that, if it breaks down bang goes his entry to

both. In fifth place we had Kurt Cave’s Zen 26 powered Drag Cat posting 22 laps, followed by Kevin Alcock’s RCMK 26 powered Conquest 43 Cat on nine laps for sixth place. Last, but not least, and then disqualified for a technical infringement, was Mark Wild’s Arrow 26 petrol powered Avenger Cat. So having said all that, several of the drivers have also sent in their own reports of their day’s fun!

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C176: The inside of Mark Beesley’s Aero Marine xxx boat. The engine is a rear exhaust, front induction CMB 91 RS engine, very much the same as used in Naviga FSR racing. Note the offset rudder and the propeller shaft extending beyond the transom.

Malcolm Pratt

D class Because of the wind, I decided to use the Phantom with a J&G 29.5cc engine. After rounding the buoys carefully, I then decided to take the top right buoy faster, which was a mistake as the boat tipped and then rolled. After getting the boat back and rejoining the race, thanks to the rescue team, I was hit on the port side by a catamaran and it split the side of the boat for six inches along the seam, but it carried on fine. Using some duck tape, the boat was ready to go again for the next race. B class No issues with the boat, but I was talking to my pitman and ended up forgetting to turn on the receiver(!) when the boat started the race and eventually it ended up in the bushes on the far bank. With the boat rescued, all was put right with the receiver now turned ‘on’. but I didn’t notice the slight damage to the rudder so the race had to be run with a slight rudder adjustment to a right hand turn bias. Class 2 catamaran CMB 91 RS This ran fine for most of the race but was unable to attain its full speed potential.

Garry Dickson The only issue I had at Nottingham was with my Challenger and its Webra 61. This is my new boat for the season and I got off to a good first heat by winning it, until near the end the boat stopped dead in the water when I thought there had been an engine failure. Once Kurt delivered the Challenger boat back from the rescue boat, he told me that a new prop’ was needed as he had found the offending item, namely a semi-submerged lump of wood, complete with two blades of the propeller still embedded in it! Before the next heat I inspected the hull and running gear for damage, only to further discover that the propshaft had bent near its outer end. This could not be straightened, so I decided to risk running the second heat with a bent propshaft and new propeller, its blade tips

Model Boats August 2013

propwash

having to be filed to clear the hull. Only 16 laps were managed in Heat Two and because the boat was running slow the water pick-up was performing below par resulting in a ‘cooked’ engine. This was a new Webra 61, so I have subsequently had to replace this rare engine with another equally rare Webra 61! All this shows the benefit of carrying as many spare parts as possible, but it also shows how sometimes if you ‘risk it’, you can pay the price getting those extra laps in the bag! The good news is the engine should be repairable with a new piston ring which can be got via the internet for £10 or so.

Mark Beesley The race meeting at Nottingham was not over-successful from my point of view. The C class boat started okay in the first heat, but after a couple of laps I noticed there was no cooling water so returned to the pits. On investigation it was found the cooling water pick up pipe had come off the fitting inside the transom (first time ever). As this fitting is located below the exhaust it was not possible to access it in time for a second run in the morning heat. In the second heat and despite us thinking the pipe was now fully secure, it came adrift again but this time it was not noticed for a lap or so which resulted in the engine becoming extremely hot. Further investigations are underway to see if any permanent damage has been caused by the unexpected heat treatment of this engine.

Model Boats August 2013

The AA class boat went well in the morning heat with an improvement in speed over the previous outings. Unfortunately in the second heat in the afternoon, another boat spun out right in front of it on one of the turn buoys and the resulting contact resulted in that boat’s T bar handle punching a hole through the bow. The damage was quickly repaired with the universal duct tape, but resulted in a reduction of the overall number laps possible.

Kurt Cave Where do I start? My partner Sha Simons’ boat had a steering servo fault but thanks must go to John Temlett for providing us with a replacement servo and this was sorted for the second heat. Then the fuel bag on my Sigma sprung a leak! On the Drag Cat a fault on the carb’ and an intermittent throttle servo fault found me nursing the boat round for both heats as the throttle servo was very slow to open and when it did it was time to shut it down again for cornering. In the Catamaran Class One, I only had to complete one lap to win, but having brought the wrong fuel, the boat had to be nursed around the circuit and to top off a bad day my 12v glow motor electric starter caught fire. (That’s why we make fire extinguishers available at our races, Scoop) So, not a good day all round for us!

Mike Barnes My D class Patriot had problems all day as in the first heat the throttle arm came adrift from the carb’ and in the second heat the flexi

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driveshaft connecting the engine to the propeller snapped. One can have a race meeting where nothing goes wrong all day, and then another with exactly the same boat, set-up in the same way and everything goes wrong, but that is part of the fun of it all.

Above: D9: Malcolm Pratt’s Sigma was seventh at the end of the day in D class.

Conclusion Thanks to all the members for posting their boat problems encountered on the day which perhaps adds a personal note to this report and helps you the reader appreciate that preparing and racing these boats successfully requires quite a lot of work, patience and problem solving skills. BMPRS wish to thank the members who helped out in the rescue boat; Lynda Bell who had an absolutely hectic day in race control, ably assisted by a few other members; thanks to Danny Bell who acted as OOD for the day and finally to Nottingham MBC who always make us very welcome.

BMPRS 2013 remaining events

11th August Stevenage 8th September Kingsbury 22nd September Telford 6th October Leicester 20th October Nottingham 24th November Coventry (AGM) Next month we are reporting from the Telford May meeting which also had 35 boats racing, so catch you then - Scoop. l

Below: The catamarans found it hard going with the swell on the lake. Inset: D8: Wrong way up! Mike Durant’s boat being recovered. He still managed a total of 74 laps though.

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