Newsletter Volume 41, Number 1, Jan. 2014

Contacts Work in Progress President: Larry Van Es (7140 936-0389 December 18, 2013 E-Mail [email protected] Reporter: Dave Yotter Vice President: Bill Schultheis

(714) 366-7602 DEUS be DUE E-Mail: [email protected] Secretary: Paul Payne Dues are still $25.00 for email only SMA (310) 544-1461 Newsletter recipients but will be $40.00 for those who Treasurer: Mike DiCerbo elect to receive the SMA Newsletter via snail mail. At (714) 523-2518 $25.00 for everyone, those who receive the emailed 15320 Ocaso Ave, #DD204, SMA Newsletter were supplementing the hard copy La Mirada, CA. 90630 recipients and this needed to change. Because of the Editor, Don Dressel mailing cost of the SMA Newsletter and particularly the (909) 949-6931 additional expense of renting our current meeting nd 908 W. 22 Street location we were forced to change our dues structure to Upland, CA 91784-1229 that noted above. For SMA members beyond 100 miles E-mail: [email protected] of the meeting location, dues are still only $20.00. Web Manager: Doug Tolbert: (949) 644-5416 SHOW OUR COLORS! Our wonderful and Web Site internationally known SMA logo can be put on any www.shipmodelersassociation.org peace of clothing Lands End makes for an extra charge of $8.50. See Doug Tolbert’s write-up on page 14 of Meeting – Wed., Jan. 15, 7 PM, Red the September issue of the SMA Newsletter for the Cross Building, 1207 N. Lemon, particulars on how to do this. Check out their catalog Fullerton, CA. 92832 at www.landsend.com/business and then give them a call at 1-800-338-2000 to order your selection. Officers meeting –Wed., Feb 5, 2014, 7 PM, Bob Beech’s house, Elections for VP were held at the December 130 Clove Pl., Brea, CA. 92821 – meeting. The process is that we elect a Vice President (714) 529-1481. each year and the standing VP moves up to become President. This was the first contested election we have had in a long time and the result was the Bill Schultheis beat out Don Dressel by a nose. Congratulations, Bill.

1 As part of the Christmas celebration by the SMA, it has become a tradition to have a barbershop Quartet come to the December general meeting and serenade the membership present with some beautiful music. This year we had a double treat in that the barbershop quartet turned out to be an award winning group of four beautiful young ladies. They did such a good job that we all hope they are able to come back again next year!

An added thanks to all the SMA members who bought the great assortment of “goodies” to eat and drink for the Christmas meeting. There were lots of cookies, candy, brownies, and assorted other items plus some California roles (sushi) from Yas Komorita and his bride Cleo along with the usual good coffee made by John Bakker.

Cutter LE RENARD 1812 – John Simmons

Of English origin, the cutter was employed in many roles: coastal trading, pilotage, privateering and above all by the famous smugglers of the 19th century. Despite its national heritage, the cutter was much appreciated by the French, especially along the Channel coasts. A principal advantage was its reduced size, which allowed a smaller crew than the traditional lugger. With their single mast, carrying topsail and topgallant, gaff mainsail, jibs and storm jib, these little ships were sometimes regarded as clumsy vessels, an error much belied by their great maneuverability and speed. ROBERT SURCOUF (1773-1827) was Saint Milo’s last privateer and most famous ship owner. At the age of fifteen-and-a-half, and already a firm and resolute character, he shipped as a volunteer and the Aurore. This first voyage took him to the Indian Ocean, to the French trading outpost at Pondicherry in India, and to Ile de France (now Mauritius). This wide region became his main center of exploits. At the age of 22, as captain of the Cartier (18 crew) he captured the 26-gun English merchantman Triton, 1,000 tons, and a crew of 150. His reputation grew, to be crowned five years later by the taking of HMS Kent; a 1,200 ton man-of- war crewed by 437 men and armed with 26 guns and 12 carronades. At the time of this action, Surcouf was commanding La Confiance, a fine vessel of 364 tons with 18 guns and a crew of 185. In the closing month of 1812, Surcouf commissioned Le Renard, a 70 ton cutter armed with 10 carronades and 4 long guns. Her crew consisted of 46 men. Thru to his style, Surcouf incorporated the latest elements of ship design to ensure the vessel was both rapid and well armed. It was fate, which decided that the glorious final episode in the history of privateering would dissolve to Le Renard. On 9 September 1813, towards five in the afternoon, the ship was put to chase by the English schooner Alphea, with 16 guns, 16 swivel-pieces and a first-rate crew of 80 officers and men. The ensuing action included a night engagement. Both

2 adversaries displayed great courage and unfaltering tenacity. Losses were heavy, with numerous dead and maimed on both sides. Finally, at half-past three in the morning, by which time the two vessels had closed to within pistol range, two reports sounded from the guns of Le Renard, at which the Alphea blew apart. No survivors remained on the English side, while the French could count no more than 13 men able enough to work the ship. Le Renard returned to France to lick her wounds and bury her dead, which included her Captain, Le Roux-Disrochettes.

John Simmons has nearly completed his 1:50 Soclaine kit of Le Renard. The kit and drawings are French. The hull is plank-on-bulkhead and single planked. John says this works well because he uses micro-balloon fuller on the hull to make up for any imperfections in the hull prior to painting.

Civil War Ironclads – Dave Yotter

At Nautical Research Guild conferences in the past I picked up these kits of Civil War Ironclads. The kits are pewter castings in 1:600 scale by Thoroughbred Models of Monitors and casemate ironclads. They sat around gathering dust for a number of years, as I did not have a way in mind to finish them. I didn’t want to use paint and the blackening solutions I had on the shelf did not work well. While poking around on my favorite jewelry supply web site, Otto Frei, (www.OttoFrei.com) I found that they had a pewter blackening solution by Jax. So I decided to try it and that is the product used on these models. The ones I have finished so far are the USS Dictator; USS Casco class torpedo boat version; CSS Richmond (which I had misidentified as CSS Albemarle as pointed out by our resident expert in all things ironclad, Steve Lund) and a late version of the USS Monitor. These models were also an opportunity to use some of those lovely pieces of wood with wonderful figure and color that seem to accumulate and aren’t really all that good for use in ship model building. The bases were finished with tung oil and felt footies added to the bottom. The other item is a barrel of a 12-pounder Napoleon field piece. This is from a Model Shipways kit in1:16. The whole kit is white metal, which I don’t really like and so will be kit-

3 bashed with replacement wheels and wood parts for the carriage trail and cheeks. I hadn’t started this kit for the same reason as the ironclads, no good way in hand to finish the metal parts. The gun barrel responded well to the Jax solution resulting in a nice dark gray color.

USS ESSEX 1812 – John Simmons

At the end of the American Revolution the Continental Navy was completely disbanded, leaving the fledgling country without a navy and without the means to protect the rights, property and lives of it’s citizens on the high seas. In March 1794, the prospect of increased activity on the part of the Barbary States prompted Congress to authorize the construction of four frigates of 44 guns and two frigates of 36 guns respectively. (The actual armament would change slightly due to discrepancies in building). A provision was included that if the hostilities ceased and a treaty was reached, construction on the ships would be halted. This did occur, however, the Constitution 44, the Constellation 38 and the 44 were completed at this time. Trouble with France over the issue of American neutrality became more serious after France declared war on Britain in 1793. In 1796 the French government passed several acts, which made American ships fair game for French Privateers. 1798 saw the beginning of an undeclared “Quasi War” with France, and the sudden expansion of the American Navy. In addition to completing the previously authorized six unfinished frigates, Congress accepted the donation of five ships build by subscription from the people of five port cities. As well as the previously listed frigates of what was to become known as the “Original Six” the remaining three frigates were completed. These were Congress 38, Chesapeake 36 and President 44. The five subscribed ships were 36, New York 36, Boston 28, John Adams 26 and Essex 32. Prominent citizens of Salem, MA formed the Salem Frigate Committee to raise the needed funds for the proposed vessel, to organize and initiate the actual design of the ship and to oversee to her construction until such time as a Navy agent was appointed. William Hackett of Salisbury, MA was retained to design her while local shipwright Enos Briggs of Salem was chosen to construct her. The Salem frigate’s keel was laid down (probably on the south shore of winter island in Salem harbor) on April 13, 1799. Soon after the name Essex was officially bestowed upon her. Essex was launched on September 30, 1799, going down the ways shortly after noon. Over the following two and a half months she was fitted out and completed in Salem. She put out to sea for the first time on December 22, 1799 under the command of Captain Edward Preble. The cost of building Essex was $73,993.72. After being supplied and provisioned for a twelve-month tour by the Navy the total cost was $154,687.77. (In today’s dollars that is approximately $279,071,070.00). The Essex’s first commission was escorting American merchant ships to Batavia and back, a measure instituted to protect them from French privateers. By 1801 the troubles with France had subsided. All purchased, subscribed or contracted vessels deemed unfit for service were sold off. The Essex was retained with only twelve others and laid up in ordinary. By spring 1801 relations with the Barbary States had again deteriorated and the Navy commissioned a fleet to sail to the Mediterranean. At this time Captain William Bainbridge was

4 in command of the Essex. Commodore Richard Dale’s Mediterranean squadron consisted of the frigates Essex, President, Philadelphia and the schooner Enterprise. Essex served in the Mediterranean on convoy duty until May 1802 when she was sent home for repair and refit. In the spring of 1804 she again sailed for the Mediterranean along with President, Constellation and Congress. Essex returned home to the in June 1806 under the command of Captain John Rogers. She was laid up in ordinary until 1809. For the moment we will leave the history narrative of Essex as she is refit and about to see action in the . John Simmons is working on his model of the Essex from a Model Expo kit in 1:64. He is outfitting her as equipped in 1812 with carronades instead of long guns and retaining two long guns only for chasers. The great cabin is outfitted with a parquet floor, table and sofa. All boats are to be fitted from a 12 foot pinnace to a 32 foot long boat. Chase guns have been added (mandatory with John), a manger in the bow area and seven lights (there is some controversy on the number of lights) for the great cabin. John is using the kit directions, which he considers good, and Portia Takakjian’s book and pamphlet on Essex to supplement the plans.

USS Porter (DD-356) – Don Dressel

There were actually two named Porter in the US Navy, which were named in honor of both Commodore David Porter and his son Admiral David Dixon Porter. The first was USS Porter (DD-59), a Tucker-class four piper built prior to the American entry into World War I. The ship was little more than 315 feet in length with a 30 foot beam and a displacement of 1,090 tons, armed with four 4-inch guns and eight 221-inch torpedo tubes with a maximum speed of 29.5 knots. She was commissioned in April of 1916 and conducted her shakedown cruise in the Caribbean. After the United States entered World War I in April, 1917, Porter was part of the first U.S. Destroyer squadron sent overseas. Patrolling the Irish and Celtic Sea out of Queenstown, Ireland, Porter severely damaged the German submarine U- 108 in April 1918. Upon returning to the U.S. after the war, she operated off the east coast until she was decommissioned in June, 1922. In June 1924, Porter was transferred to the United States Coast Guard to help enforce as a part of the “”. She operated under the name USCGC Porter (CG-7) until 1933, when she was returned to the Navy. She was sold for scrap in August 1934. The second USS Porter (DD-356) was the lead ship in her class of destroyers in the . Porter was laid down by the New York Shipbuilding Corporation at Camden In on 18 December 1933, launched on 12 December 1935 by Miss Carlile Patterson

5 Porter and commissioned at Philadelphia on 27 August 1936, Commander Forest B. Royal in command. She displaced 1,850 tons with a length of 381 feet, beam of 36 feet 2 inches, draft of 10 feet 5 inches and a speed of 35 knots. Her World War II armament consisted of 1 MK33 Gun Fire Control System, eight each 5”/38cal SP (4X2), two each 40mm AA (1X2), six each 20mm AA (6X1) and two each depth charge stern racks. After shakedown in waters off Northern Europe, Porter visited St. John’s, Newfoundland, for ceremonies in honor of the coronation of King George VI and Queen Elizabeth in May 1937 and was at the Washington Navy Yard during the Boy Scout Jamboree, June-July 1937. Then reassigned to the Pacific Fleet, she transited the Panama Canal and arrived at San Francisco, California 5 August 1937. She operated continuously with the Pacific Fleet until the outbreak of World War II, homeported at , California. On 5 December 1941, Porter got underway from Pearl Harbor, escaping the Japanese attack by two days. She patrolled with and destroyers in Hawaiian waters before steaming in convoy 25 March 1942 for the west coast. She operated off the west coast with Task Force 1 (TF 1) for the next 4 months. Returning to Pearl Harbor in mid-August, she trained in Hawaiian waters until 16 October when she sortied with TF 16 and headed for the . On 26 October 1942, TF 16 exchanged air attacks with strong Japanese forces northeast of Guadalcanal in the Battle of the Santa Cruz Islands. During the ensuing action, Porter was torpedoed, and, after the crew had abandoned ship, was sunk by gunfire from Shaw (DD-373). Authorities differ as to the source of the torpedo which sunk Porter. Author Eric Hammel states Porter was sunk by a single torpedo, part of a three-torpedo spread fired from Japanese submarine I-21. However, author Richard B. Frank states that Japanese records don’t support this, and that, more likely, an errant torpedo from a ditching U.S. TBF Avenger hit Porter and caused the fatal damage. Her name was struck from the Navy list 2 November 1942. Porter earned one battle star for World War II service. Don Dressel completed his model of the USS Porter (DD-356) several years ago, but wanted to show the current SMA members what a resin kit bashed model was all about and how much fun and effort can be had building this type of kit vs. wooden ship model kits. Since Don wanted a few modern ships and loved destroyers, this particular one drew his attention due to the fact that the curator of the U.S. Naval Academy Museum in Annapolis built the model and shared information and pictures of it along with a then available Commander kit model (this particular destroyer is no longer available). The resin hull requires a lot of additional work to clean up and repair the holes in the hull. Many of the parts required for the completion of the model have to be purchased separately – brass rod, tubing, “invisible thread”, and other components. The hull was spray painted using an air brush. Several types of glue were used including CA glue and white glue,

6 which was used to install the photo etched railings. The model is built to 1:350 scale, which is almost required when making a modern model unless you have a LOT of space to keep the model in. If the model was 1:48, it would be almost 8 feet long!

Colonial Schooner Sultana – Yas Komorita

Built in the yard of renowned Boston Shipwright Benjamin Hallowell in 1767, Sultana might have gone on to little historical note if it weren’t for chance. Sir Thomas Asquith, the wealthy merchant she was built for, decided she was too expensive to upkeep. Instead, he arranged for Sultana to be brought into a new fleet the Admiralty was assembling, small, quick ships to patrol the North America coast as Revenue Cutters. Sultana survived a wintertime crossing from Boston to London unscathed, the Admiralty was initially disappointed with her. Promised as a 65 ton schooner, roughly the size they sought, in reality, she was 52 tons – not large enough to accommodate a full schooner’s crew of 30, and not stout enough in her timber to mount a single carriage gun on her decks. Still, the Shipwrights said of her )Appears well wrot and put together,” and in the summer of 1768 she was fitted with topmasts, more sail, 8 x ½-pounder swivel guns and a crew of 25 with newly commissioned Lieutenant John Inglis, a Philadelphia native, loyal to the crown, in command. Lieutenant Inglis and David Bruce, Sultana’s Master and second in command, both kept meticulous logs of the vessel’s position and duties for every day of her four and a half years of Naval service. Their entries, conjoined with the draughts made in the Deptford Yard and muster books of all 101 men who sailed aboard Sultana, make her one of the most well documented vessels of the Colonial period. Additionally they shed light onto previously unknown historical incidents – such as Inglis and Bruce dining with Colonel George Washington at his Mt. Vernon Estate in 1770 – and mark the steady rise of Colonial disdain for British Rule. In October 1772, after four years of hard patrolling, searching hundreds of vessels yet only making one seizure, Sultana was ordered back to England. That May she had been challenged by the crew of the Brig Caroline, while the previous year Colonists nearly put her to flames while she lay at anchor off Newport. Once the British Naval ensign ceased intimidating Colonial ships, Sultana lost much of her authority and without it any merchantman with a carriage gun was more than her match for her overworked and under-armed crew. During yet another North Atlantic crossing – this time getting knocked down onto her beam ends and surviving only by cutting away a small boat and essential provisions – Sultana arrived in England in December 1772 and was sold out of service the following January. The detailed records of the Navy cease at that point, and nothing of her fate is know in certainty. Yas Komorita is starting his model of Sultana, which is built from a Model Shipways

7 kit in 1:64 (now put out by Model Expo, which purchased the rights to Model Shipways). The kit is a solid hull, a first for Yas. (Also note, that rumor has it that Model Expo will no longer make the solid hull kits). Yas noted that the building instructions were minimal, only one large page, but that was probably a good thing as it leaves him more freedom to work. He pointed out that the bilge pump handle works (was made it out of wood, replacing the white metal fitting supplied in the kit). The gun carriage trucks also work (again, Yas replaced the supplied fittings). In fact, Yas stated that all the metal castings supplied with the kit will not be used. Instead he will make all the fittings out of wood and replace them instead. So far, Yas has been very successful in his efforts.

The ship model below of the Danish frigate JYLLAND by Billings is a kit model made by an old SMA member and past president, Art Robinson. This particular model is no longer made by Billings. Art did a beautiful job on the hull – the model is a work in progress never completed.

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Don Dressel’s USS PORTER (DD‐356) Yas Komorita’s SULTANA John Simmon’s cutter Le Renard 1812 Dave Yotter’s Civil War Ironclads

John Simmon’s USS Essex 1812

9 OXIDIZING SMALL BRASS FITTINGS WITH WIN-OX LIQUID OXIDIZER

By N. Roger Cole

© N.R. Cole 2004-2009

An example of metal parts and assemblies oxidized with Win-Ox ™. This includes the two anchors, anchor windlass, hawse pipes, chain controllers, anchor chain and the cleats on top of the hawse timbers, all of which were produced in my shop. Once oxidized, the parts and assemblies were sprayed with Satin Krylon ™. I prefer the satin finish to highlight the detail as it adds a little life to the part, making it easier to see.

Note: This photo was processed to show the metal work details with no regard to the hull detail.

Safety

Oxidizing metals exposes one to potentially dangerous chemicals – acids, corrosives and solvents – each capable of causing harm and injury if used in an unsafe manner. For the most part, all that is needed is common sense and adequate ventilation. This can be as simple as an old range hood over the work area, exhausting fumes to the outside. Another use for such a system is to exhaust fumes from soft or hard soldering, fluxes, and acidic pickling solutions. Eye protection must be employed to avoid splashes, and gloves worn to

101 protect the skin. Even in the extremely small quantities discussed here, in my case normally mixed in a 35mm film container, these chemicals, their use and disposal demand safe handling. Provided safe handling methods are used, this is an excellent oxidiser to blacken brass fittings. It is the only oxidizer I use on my work.

Note: The older version of Win-Ox contained Selenium Hydrochloric Acid. From what I can ascertain, the newer formulation contains Tellurium, a toxic compound. It must not be ingested and for that reason either formulation must be kept safely away from children and pets at all times.

Overview

Oxidizing is an excellent finish for fittings such as those used on ship models, producing realistic colours and shades on metal such as brass. Fine detail is not hidden as is often the case with painted fittings. However, if fittings are made of wood, painting with Floquil is my choice for finishing. As will be discussed later, there are also applications where a metal fitting may be painted in one area and oxidized in another.

An oxidized finish conceals nothing of the fine detail work on a fitting. It also means there is no room for fudging: everything shows. The Win-Ox process can be demanding as far as application is concerned; however it is well worth the effort. I normally use Win-Ox-to-water ratios ranging from 1% Win-Ox to 99% water through to 3% Win-Ox to 97% water. These ratios give slow, lasting oxidization. Once oxidized, the parts are rinsed, then left for the finish to harden. When dry, they are coated with a clear lacquer to protect the finish. Incidentally, coating oxide finishes with a lacquer, whether it is flat, satin or gloss prevents or at least slows the darkening that still seems to eventually occur. Lacquer can only be applied when the oxide finish is absolutely dry and preferably has been buffed lightly with a clean, soft, dry cloth..

A wide range of shades can be produced with Win-Ox. When combined with surface preparation, effects all the way from something close to a galvanized finish to a flat cast black are possible. Success depends on surface preparation, being absolutely scrupulous about the cleanliness of the parts being oxidized and anything coming into contact with them, and the critical percentages of Win-Ox to water mixtures.

Combinations of finishes are possible, e.g. when replicating a metal steering wheel that would have had cast and machined surfaces the part is first machined, then etched in ferric chloride and the chemical action stopped with an ammonia/water rinse. Then what would normally be a cast area of the part or assembly can be painted, after which the areas to represent machined areas are polished and the assembly oxidized in Win-ox. Another example, a hand wheel can be painted and then the outer rim polished and oxidized. Parts finished in this manner can be extremely effective.

Surface Preparation

Finish effects can range from simulating a rough cast finish to another representing a galvanized, one. Simulating a galvanized finish is possible by first polishing the surface, then taking a coarser grade of emery and lightly scoring the metal to leave fine scratches. A highly polished finish is obtained by working up through the fine grades of emery to a final burnishing on a buffing wheel using a compound such as jeweler’s rouge. Etching the surface in ferric chloride creates a finish resembling a cast finish. After the surface has been prepared, the part is oxidized as required.

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Shades Obtainable

A wide range of shades is obtainable with Win-Ox: a solution of 1.2% Win-Ox and 98.8% water will give a steel gray colour, while 3.5% Win-Ox to 96.5% water will give a black. A solution of 0.7% Win-Ox and 99.3% water applied over a polished surface which has been abraded lightly with a coarser grade emery cloth will simulate a galvanized finish very well. Chemicals and metals are used at room temperature. Warming the metal or the solution will produce deeper shades. After oxidizing, the finish must be protected with a protective finish.

Mixing Chemicals

Chemicals must be mixed in either glass or plastic containers, not metal, and percentages must be measured very accurately. Distilled water should be used to mix all solutions. One method that has proven to be reliable is to measure the liquids using an eye-dropper (in the manner suggested for blending Floquil paints). A standard mixture of 100 drops is used as a base measurement. Finer proportions are mixed by using multiples of 100 drops, but reducing the amount of Win-Ox in the total mixture, e.g. 199 drops of water plus 1 drop of Win-Ox produces a mixture containing .5% Win-Ox to 99.5% water. In this manner mixtures can be tailored to the required concentrations. Recently I have switched to using hypodermic syringes with the needle removed. This approach can give very accurate measurements.

Under no conditions should mixed solutions be returned to the fresh supply of concentrated Win- ox. While mixing using the eyedropper method can be tedious, there is a long shelf life to mixed solutions.

Cleaning and Oxidizing a Part

To reduce handling, all operations involved in making the part must be complete, including pre- fitting on the model. The part must be free of all grease, oil or any other existing finish, and is strung on fine enameled wire to totally eliminate handling. From this point, until it is protected by a dry lacquer or enamel finish, the part must not be touched by hand.

The part is given a complete chemical cleaning by dipping it into TARN-X silverware cleaner. (Quick-Dip is a Canadian equivalent.) Immersion should be just long enough to remove the tarnish, normally no more than five seconds. Leaving a part in the solution on the theory that long is better is wrong and can work against you. After cleaning the part chemically, it is immediately rinsed in distilled water, touched to a piece of clean paper towel to wick excess water away (thus avoiding diluting the oxidizing solution), and then held or hung by its wire in the Win-Ox/water solution, without touching the sides or bottom of the container. The part is checked periodically until the required shade is reached. This can easily be as long as 15 minutes, very often more. Once the desired shade is reached, the part is thorough rinsed under running water to stop any further chemical action, then hung to dry. I commonly dry (bake) the finish by hanging small fittings above the heat vents at the top of my bench lamps, leaving fittings for at least 24 hours to allow the oxide coating to harden completely.

Once hard, the part is buffed lightly with a tissue or a clean soft cloth and given a coat of lacquer or clear enamel. While still on its wire, my approach is to either spray the part lightly or dip it into the finish and then touch it to paper towel to wick away the excess finish. Floquil finishes can be mixed to obtain any finish needed; flat, eggshell, satin or gloss. Sprayed-on Krylon is an excellent alternative provided you do not allow a buildup of finish on the fitting.

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Troubleshooting.

1. Is the part made of brass? The effects above were obtained on brass. Other metals may give different results. If of another metal, experiment. Nickel silver (also known as German silver) produced poor results. 2. If the oxide finish is patchy, look at the cleanliness of the part. It may need buffing with a wire wheel or abrasive cloth to prepare it before chemical cleaning in Tarn-X. It must be oxidized as soon as it has been cleaned in TARN-X and rinsed in distilled water. If exposed to air after being cleaned, it will tarnish quickly. 3. Has the part been touched once cleaned? If so, it must be cleaned completely and free of all grease and tarnish, including fingerprints. 4. Is the water distilled? This is recommended to avoid introducing unknown chemical factors found in some local water supplies. 5. Look at the mixtures of Win-Ox to water. They must be critically measured and will generally be .7% to 3.5% Win-Ox, with the rest distilled water. 6. If the oxide finish flakes off easily, the finish was developed far too quickly. Recheck the percentage of Win-Ox to water. Reduce the Win-Ox if necessary. 7. If the oxide finish fails to develop, check the Win-Ox to water percentage. Increase the percentage of Win-Ox to water. Watch the effect. This may be necessary if you are using tap water instead of distilled water. 8. If the oxide comes off with handling, was it lacquered? It should be protected.

Win-Ox Sources

1. Indian Jewelers Supply, Gallup, NM 1-800-545-6540. Cost for a 3-ounce bottle is $7.25 The stock number is: 268-OWINX

2. Monsterslayer www.monsterslayer.com – Polishing Equipment & Supplies Cost for a 3-ounce bottle of Win-Ox Liquid Oxidizer is $13.95. Note: Monsterslayer carry a complete line of polishing and buffing supplies and include other oxidizers and surface cleaning solutions.

Note: Win-Ox cannot be shipped by air and cannot be shipped across an International Border. Monsterslayer advise that they can only ship one bottle via UPS Ground. This may also be true of Indian Jewelers Supply.

The following supplier works out of their web site and does not issue hard-copy catalogs.

There are a number of ways to contact them:

Through their website at WWW.metalworks.com/polish/polishEandS.htm or www.metalworks.com/orderinfo.htm

E-mail: [email protected] Phone: 505-598-5322 (Mt. Time). Mail: 550 Silver and Supply, Postbox 550, Kirtland, NM 87417

They list Winox as “Ox-Win-3 Winox Liquid oxidizer” At the time I checked their website the cost was $9.50 for a three-ounce bottle. I would suggest contacting the

134 supplier regarding shipping. I believe that Winox can only be shipped by surface transportation and in limited quantities. (The picture below is one of Roger Cole’s exquisite cutter models with everything on the model scratch built – ed.)

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,$ ,,q4',rufi{,'K'' q.}#{ ?T?

g,j i& .$i{l$q.AT"{l$.*ffi H $--".H.' h${ b$}F;$"' $Srk'

ru. ${{}q ; ffi" ffi4 {::{"} * . $;;

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SMA Meeting for January This month the meeting location at the Red Cross Building costs a little more money than the previous months – inflation is everywhere. Please observe that the dues are now due – members receiving their newsletter via email within 100 miles is $25.00, those receiving their newsletter via email beyond 100 miles is $20.00 and those receiving their newsletter via snail mail is $40.00 (due primarily to the high and increasing costs of printing and mailing the newsletter). If dues are not received by April, then you will no longer receive the SMA Newsletter. NOTE: dues do not apply to honorary members. Mike DiCerbo will be at the January meeting to collect the dues – either cash or check. If you do not make the meeting, then please mail to Mike.

SMA Member in hospital Ed Averkieff, a member of the SMA and highly skilled modeler known to many of the older members of the SMA has had an accident and broken his hip. He is currently in St. Jude Hospital in Room 17B (Bastencherry and Harbor) and it would be appreciated if other SMA members visited him or gave him a call at 1-714-870-0060. We all wish him a full recovery!

Treasurer’s Report Our esteemed SMA Treasurer, Mike DiCerbo, indicates that the current balance in the SMA treasury is $686.35 as of January 2, 2014. Mike DiCerbo is usually at all the SMA meetings on the third Wednesday of the month, so any questions concerning the dues or any other item of financial concern can be directed to Mike.

Web Manager’s Report

Above is the chart of the hits experienced by our SMA web page through the end of December 2013. You should check out the web page as there will is great set of articles on the speakers who were at the recent WSMC&E, according to Doug. There are other potential additions to be added to the web site.

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The stern of the ESSEX as built by John Simmons from the Model Expo kit

Donald C. Dressel 908 W. 22nd Street, Upland, CA. 91784-1229

Next meeting Wednesday, January 15, 7:30 PM, Hillcrest Park Red Cross Building

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