On March 16, 1898 the USN Special War Plans Board, headed by Assistant Secretary of the Navy, Theodore Roosevelt, issued a report which contained the following, “... we respectfully, but most urgently, point out that the Spanish torpedo-boat
destroyers, now at the Canaries or preparing to come to Cuba, should not be allowed to come. They offer the only real menace to us, although, as I shall mention further, the Spaniards are rapidly accumulating a sufficient number of battleships
to give us cause for some concern. If these torpedo-boat destroyers are allowed to come into Cuban waters they render the problem we have to solve one of great danger. Without them the problem is comparatively easy, and its ultimate solution in
our favor is certain. We can, without difficulty, blockade Havana if there are no torpedo boats inside. If there are torpedo inside the blockade becomes one of very great hazard. Any European country would treat the mobilizing of an army corps
on its boarders as a cause for action, and it is much to be wished that these torpedo-boat destroyers, which of course can only be designed for use against the American Navy, shall be kept where they are or met upon the high seas....What we are
most deficient in is torpedo boats. We especially need torpedo-boat destroyers, and every effort should be made to procure them.
U.S. Destroyers by Norman Friedman, Naval Institute Press, 1982.

In 1865 the United States possessed a modern and sizable navy. Although she did not possess the large ocean going ironclads like the British
HMS Warrior, some of the larger monitors were formidable vessels in their own right. Of course the
development of the USN had been spurred by the crisis of the American Civil War. With the defeat of the Confederacy, the US Navy fell into a steep decline. There were no new ships and what the USN had in 1865 either rotted or rusted. With the
United States looking inwards, world events were basically ignored and a navy of any size was seen as a tool of colonialism. During this time the view of the average American citizen was that colonialism was the tool of Great Britain and other European
powers. As a consequence in two decades the United States had a navy in name only and was incapable of defending itself at sea even against some Latin-American powers and the ability to construct warships atrophied. In 1881 the naval advisory
board had looked into the possibility of the United States building an armored ship of up to 8,500 tons but had rejected the idea. The industrial infrastructure of the United States could not produce the armor plate, large caliber guns or other
technologically advanced features of a major warship. Not only was the technology required beyond American shipyards but existing slips and docks were too small. However, in 1881 the Naval Advisory Board recommended the building of torpedo-
boats. The first true torpedo-boat was built by Great Britain in 1877, the
HMS Lightning.
The torpedo-boat was quickly built by other European navies. By 1892 Great Britain, Italy, Germany and Russia all had over 100 torpedo-boats and France had over 200. The Naval Appropriations Bill of August 1886 was ground-breaking, as it for the
first time provided for modern armored ships for the USN, the
Maine and the Texas . However, this bill and these ships were not the birth of the modern American Steel Navy. That occurred three years earlier in 1883. In 1881 the naval advisory board
had looked into the possibility of the United States building an armored ship of up to 8,500 tons and light torpedo-boats but the navy rejected the ideas. The industrial infrastructure of the United States could not produce the armor plate, large caliber guns
or other technologically advanced features of a major warship. Not only was the technology required beyond American shipyards but existing slips and docks were too small. However, the Naval Appropriations Bill did fund the construction of the first
USN torpedo-boat, the
USS Cushing.

The USN proceeded slowly in torpedo-boat development, while other navies were producing them by the bushel, Mostly, they were one offs of questionable quality. Larger torpedo-boats didn’t come about until 1894. Before the USN went to larger 142-
ton torpedo boats, the Royal Navy had already completed the next step, the destroyer, in 1883 and interest in construction of torpedo-boats almost dropped off the table. In 1895 the USN continued down the dead end of torpedo-boat development and
three 165-ton and two 220-ton torpedo boats were authorized. Almost all of the USN torpedo-boats participated in the Spanish American War. Their exploits in the short war hurt their reputation badly. The primary reason was their misuse by the Naval
Command. They were simply used on missions for which they were unsuited. Primarily their use was for patrolling and dispatch duties. These missions required sea-keeping and endurance, qualities which the torpedo-boat lacked. By this time the Royal
Navy was almost mass producing destroyers and other European navies had followed suite. These destroyers had the sea-keeping qualities that torpedo-boats lacked.. There was a last spasm of American torpedo-boat construction and but two of these,
the 279-ton
USS Farragut and 340-ton USS Stringham, were officially described as destroyers in spite of their torpedo-boat origins. The Stringham was poorly built by Harlan and Hollingsworth Company of Wilmington, Delaware. Between 1899 to
1902 she suffered four accidents, which damaged her machinery so that it never met her trial speed requirements. Finally the company threw up their hands and handed the
Stringham to the USN to finish as best as it could. The 255-ton USS
had a similar history. Built by Wolff and Zwicker Company of Portland, Oregon. Over a two year period Goldsborough failed to attain the contracted speed in 15 separate tests. With her engines wrecked, Wolff and Zwicker forfeited the
contract on
Goldsborough and the ship was turned over to the Puget Sound Navy Yard, which basically rebuilt the ship and commissioned USS Goldsborough in 1908. The Royal Navy had tried farming out destroyer construction to numerous British
firms that had no experience in constructing destroyers and had already discovered that the best destroyers were built by specialist firms, such as Thorneycroft and Yarrow.    
The first USN destroyer orders came with the war expansion program of 1898. The initial USN designs came from either foreign designs or from ramped up torpedo-boat designs. Sixteen ships were ordered under this program. There were four
different designs for these initial destroyers. Seven of the ships were built to three different designs by private firms. Harlan and Hollingsworth was trusted to build the
USS Hopkins and USS Hull, inspite of their problems with the Stringham. The
Fore River Engine Company of East Braintree, Massachusetts received the contract for
USS Lawrence and USS Macdonough, which were launched in 1900. The Maryland Steel Company was awarded contracts for three destroyers, the USS
, USS Whipple and USS Worden. All seven of these ships were enlarged four funnel torpedo-boat designs, featuring the contemporary British feature of a turtle back forecastle.

The Bureau of Construction and Repair came up with a government plan for destroyers. This plan mashed features of British, French and American ships to produce a design used for the other nine destroyers of this program. The Neafie and Levy
Company of Philadelphia built the
Bainbridge, Barry and Chauncey. The Dale and Decatur were built in Richmond, Virginia by the William R. Trigg Company. On the west coast the Union Iron Works of San Francisco was awarded contracts for the
Paul Jones, Perry and Preble. The USS Stewart contract went to the Gas Engine and Power Company of Morris Heights. The designs varied and length ranged from 239-feet to 248-feet at waterline, a beam of 24-feet and a design displacement
ranging from 408-tons to 433-tons. Coal fired boilers produced steam for triple expansion engines developing 8,000 horsepower for a trial speed of 29-knots. Armament consisted of two 3-inch guns, five or six 6pdr guns and two torpedo tubes.
Complement was 3 officers and 69 crewmen. The government design had bilge keels to reduce the rolling of the ships and also had a high forecastle, instead of the wet turtle back design. All of these early destroyers served through World War One,
USS Chauncey, which sank after being accidentally rammed in a convoy near Gibraltar.
In February 1903 the General Board created a long term plan for warship construction. The Board wished for one large fast turning, seaworthy destroyer to be built for every battleship. That may not seem as much but the Board deemed the
destroyer as the highest priority for construction after the battleship. This plan fell on deaf ears and no new destroyers were authorized. In 1904 the Board requested six new destroyers and yet none were authorized. When the action reports for the
Russo-Japanese War showed the very high value of the destroyer, new destroyers were authorized in 1906. There had been numerous reports generated by the desired characteristics of new destroyers, including one report to answer the questions
of President Roosevelt. All emphasized the extreme importance of sea keeping. Keeping up with the fleet in rough weather was of greatest importance. This characteristic was considered of far greater importance than the top speed of a destroyer in
calm seas. These ships of 1906 were all around 750-tons and used a common design. They were called the
Flivvers, which was a term used for Henry Ford’s Model T automobile. It was a term used to connote cheapness, inferior quality and
smallness. That definition would certainly not be applicable to the new destroyer design, as when they were built, the destroyers of the
Smith Class were the largest and most powerful destroyers in the world.

The first three ships of the
Smith Class were ordered on June 29, 1906. (USS Smith DD-17, USS Lamson DD-18, USS Preston DD-19) The class is sometimes called the Flusser Class because although laid down four and a half months after
Smith, the USS Flusser DD-20 commissioned a month earlier than Smith. On March 7, 1907 two more of the ships USS Flusser DD-20 and USS Reid DD-21 were authorized. The Board of Construction approved the design of these five
destroyers on the next day. It allowed using either reciprocating engines of 10,000 hp or Curtis turbines of 9,000 hp with a maximum speed of 28-knots. The ships would carry five 3-inch guns, three on centerline and one on each side of the deck
break. The torpedo arrangement was less impressive with three single tubes, one on each side of the hull and a third centerline aft where the hull was narrower. There was a fear that the torpedoes fired from centerline mounts where the deck was
wider would strike the deck and not clear the ship. The design was to have stowage for one reload for each tube. The Navy used the model basin at the Washington Navy Yard to test the shape of the stern. As a result, the ships were to have a V
shaped stern, which was used through the Flush-decker design. This was a serious mistake, as the shape greatly increased their turning radius, about 50% greater than RN destroyers. Bids were opened in September 1907 and the results were
surprising in that the lowest offer for a reciprocating engine ship was more expensive than the highest price for a turbine propelled design. Bath Iron Works had a very low bid on one of their designs but it was rejected because Bath used its own hull
form instead of the one created by the USN.
However, a high bid from Bath on the USN design was accepted because of Bath’s experience with light weight machinery and Bath received the contracts for USS Flusser DD-20 and USS Reid DD-21. Although there was a common design, details
were left to the builders. The result was that the appearances differed among these ships, usually determined by the boiler and funnel arrangements. Three different profiles appeared. Cramp Shipbuilding building of Philadelphia built the
USS Smith DD-
17 and
USS Lamson DD-18. These ships had their two middle funnels closely spaced together because of the boiler arrangement. USS Preston DD-19 was built by New York Shipbuilding and her four funnels were equally spaced. The two Bath
ships had the forward two funnels spaced closely together and the aft two spaced closely together. All had three shafts with Parsons turbine engines. The Bath built
Flusser was the fastest of this first five, developing 11,541 hp for 30.41-knots on
trials. Obviously, when the Navy accepted Bath’s higher bid, they knew what they were doing.

USS Smith DD-17 was laid down at the Cramp Shipyard in Philadelphia, Pennsylvania on March 18. 1908. The Smith was named after Joseph B. Smith who had commanded the frigate USS Congress and was killed when the Congress was sunk
by the
CSS Virginia. She was launched on April 20, 1909 and commissioned on November 26, 1909. For the Smith Class coal fired turbines were selected and the class became the first class of destroyer to have turbines and the last class to be coal
fired. On trials the four Mosher boilers fed steam to the three Parsons turbines for 9,946 hp with a maximum speed of 28.35-knots.
Smith’s length was 293-feet 10.5-inches overall and 289-feet at waterline. Beam was 26-feet 0.25-inches with a
draught of 16-feet 4.75-inches. Design displacement was 700-tons but she was 897.6-tons full load. In addition to the five 3-inch/50 guns (76mm) and three torpedo tubes, she carried two 30 machine guns. Complement was 4 officers and 83
crewmen. After trials the funnels of the
Smith were heightened.
The Smith was placed in service with the Atlantic Torpedo Fleet and spent only three years in active service. In October 1912 she was placed in reserve but was reactivated with a reduced complement in December 1915 to serve in the Neutrality Patrol
off of Boston. A year later she went to warmer climes when she arrived at New Orleans, Louisiana on December 10, 1916. Her new mission was recruiting for the Naval Auxiliary Reserve. The assignment didn’t even last to Mardi Gras before the crew
had to get out their woolens again for recruiting duty in New York. However, they did have a pleasant stop in Key West, Florida on February 12, 1917 before gliding into New York Harbor on February 15. On April 1,
Smith went to the North River to
prevent German merchant ships from fleeing New York or scuttling, as everyone knew that war was coming.
USS Smith went back on Patrol Duty on April 4, which she maintained until May 14, 1917. During this patrol, on April 17 she spotted a U-
Boat, which submerged and then fired a torpedo, which crossed in front of the
Smith’s bow. From May 17 until July 16 she underwent a refit at the Charleston Navy Yard to prepare her for overseas duty. She departed the US on July 16 and after a
three day stop in Bermuda, patrolled the Azores from July 26 until October 5. On October 20
USS Smith arrived at Brest, France to undertake convoy escort duties. She operated out of Brest in the submarine danger area, which extended 500 miles west
of Brest. She would escort outbound convoys this distance out of Brest and meet inbound convoys at this mark. During this time there were several reports of sighting submarines but she was never attacked on made an attack.

Smith’s most momentous moments were in rescuing crews of torpedoed merchantmen. On May 31, 1918 the troopship President Lincoln was torpedoed by U-90. The President Lincoln was originally a German passenger ship for the Hamburg-
America Line and was seized by the US in New York Harbor in 1917 and converted into a troopship. The
President Lincoln and three other transports were west bound to the US and were past the danger zone, where the escorting destroyers turned
back for Brest. Clearly, the danger zone had expanded because
U-90 put three torpedoes into her and she sank in 20 minutes. USS Smith and another destroyer came to the rescue. Smith picked up 240 men and while returning to Brest made an
unsuccessful attack on a U-Boat. On July 1, 1918
Smith was one of six US Destroyers, including sistership USS Reid DD-21, escorting an outbound convoy when the U-86 torpedoed the SS Covington. Smith went to rescue the crew of the
Covington, while other destroyers circled at fast speed around Smith and Covington to run interference against further U-Boat attacks. It was then time for repairs and another refit, which occurred in England from September 16 to November 3, 1918.
With the end of the war
Smith was stationed at Brest from March 7 to April 2,1919. Smith departed Brest on May 11 bound for Philadelphia, where she remained in limbo until September 2, 1919, when she was decommissioned. Smith was stricken
from the Navy List on September 19 and ordered to be sold on February 28, 1920 but this order was rescinded on June 9 at the request of the Bureau of Construction and Repair.  The Bureau need an old battleship, a destroyer and a submarine as test
dummies. The
Smith had a one year reprieve as she was selected to be one of the test ships for Billy Martin’s US Army Air Corps bombing tests. These tests ran from September 18 to November 5, 1920. The Smith, USS Indiana BB-1 and the
G-1 were one group of bombing targets anchored in Chesapeake Bay. When USS Smith survived the bombing tests she was towed back to Philadelphia. On December 20, 1921 USS Smith DD-17, the First o f the Flivvers, was sold for
The Chuan Yu Model of the USS Smith DD-17 in 1:200 Scale - In September a poster on the message board mentioned that he had just received a 1:200 scale model of the USS Smith for only $60. That certainly peaked my interest and the only place
that I could find that carried the kit was a hobby store in China. The e-bay sales point for the
Smith had a few photographs but it showed a 3D printed hull, decks and parts, brass photo-etch and machined brass parts. All for only $60. OK, I bit and
ordered the kit. The total price that I paid on my Mastercard was $64. The kit was shipped from Beijing and in 17 days I had it in my hands. Now, that is fast for a package from China, considering that in January 2020 I purchased the
Orange Hobby
HMS Royal Oak
from China, unfortunately during the Chinese New Year, which put it’s own delay on shipping and because of the Covid-19 glacial pace of international mail, it took three months for it to arrive. Talk about a package in plain brown
paper, that describes the arrival of the
USS Smith. Chuan Yu Model certainly doesn’t invest in box art, as there is no box art, just the kit in a plain brown box. That certainly doesn’t bother me because Chuan Yu put all of it’s development money into the
kit itself. You get a huge amount of parts for your $60. I’ll mention a negative right from the start. Warp! The decks were significantly warped, especially the long midship deck and quarter deck. The forecastle had a slight warp. Worst of all the hull had
an upward warp so it was a hunchback destroyer. I took pictures of the dry-fitted kit with the hunchbacked hull and warped deck and it wasn’t pretty. For the rest of the dry fit photographs I put rubber bands around certain points of the hull and dry
fitted decks. It held down the decks but the presence of the rubber bands in the photographs certainly created a negative impact.

The kit had so much possibility that I decided to give the hull and decks the Betty Crocker treatment. Many modelers like to remove the warp in resin parts with hot water. I prefer the oven. For the hull I figured to set the oven at 200 F degrees, place the
hull on a cookie sheet and back for 30 minutes. I selected 200 degrees F, since it was below the boiling point and I didn’t want to heat the hull too much. After that I was going to heat the decks for 15 minutes at the same temperature. While I was baking
the hull, my wife questioned me as to ruining her oven with my strange baking event. After assuring her that the oven would not blow up, I went back to the den for 30 minutes of the NFL. When I removed the hull from the oven my plan was to put a
light book on top of it to press the keel flat with the baking sheet. I discovered that the hull was very pliable and that even the weight of a light book could widen the top of the hull. I took the glass top from one of my wife’s candle jars and put it next to
the hull. This served several purposes. First it prevented the hull from rolling and kept it upright. Secondly the jar top had a fairly large flat surface and the surface was only slightly above the top of the hull. This allowed my to rest most of the weight of
the book on the jar lid, leaving only part of the weight on the top of the hull. I gave it 30 more minutes to cool and went back to the NFL. Bingo, the result was just fine. The hunchback was gone and there was no widening of the hull. Then it was the
turn of the decks. Given the pliability of the hull after 30 minutes, I went with 10 minutes with Betty Crocker rather than my originally planned 15 minutes. When I took the decks out of the oven all warp had disappeared and there was no need to place
weight on the parts. No warp appeared after the decks cooled. I was so pleased that I broke out my camera again to retake the photographs of the hull and decks dry-fitted, which you see here along with a couple of photographs showing the appearance
dry fitted with excessive warps and dry-fitted with rubber bands before they had their rendezvous with Betty Crocker.
Now on to the kit. The hull is impressive. It is one piece, full hull with a hollow hull in which the two sides are connected internally with a series of frames. I'll call the material resin, although I don’t know what material is used in 3D printing. Whatever it
is, the hull is a translucent white with significant detail on the sides. As best as could determine the hull is 17.31-inches long at waterline. After whipping out my phone to use the calculator, I saw that a waterline length of a 289-foot ship should be 17.34-
inches in length. By and large the hull is spot-on, as the .03 difference could simply be a measuring error. There are two rows of portholes at the bow with the raised forecastle and then one row aft, with a few midship and restarting under the aft deck
house. All of these portholes are recessed but not open but all have eyebrows. These portholes involve an option for the modeler because the brass fret comes with relief-etched portholes. The easiest way is to keep the resin eyebrows, with or without
drilling out the portholes. On the other hand, if you want the greatest detail, use the brass parts. To use these you’ll need to sand off the resin eyebrows and use the detailed brass parts where the lid can be posed open or closed. If you wish you’ll still
need to drill out any porthole that is open. A third option is to remove the eyebrows off the brass portholes, leaving the resin portholes. For me, the best option is to sand off the resin eyebrows and use the brass parts. Shortly behind the cutwater there
are notches on both sides that appear to be the exits for the anchor chain. At the top of these notches on the forecastle deck are what appears to be anchor washboards where the anchors rested when the ship was steaming. A.D. Baker’s profile of the
Smith shows an anchor handling davit near the front of the forecastle and neither the model, drawing or photographs of the ship show anchor hawse fittings on the hull sides. Chuan Yu missed in that the kit does not include anchors. A long horizontal
strengthening strake starts under the forward superstructure and carries on to below the aft superstructure. Also integral to the hull casting are nicely done bilge keels. On the stern bottom is a fairing/skeg for the centerline propeller shaft. The instructions
show similar fairings/skegs for the outboard shafts, as does the A.D. Baker profile, but I couldn’t find any separate parts for these fairings/skegs. On the hull there are exit points for the outside shafts but no fairings/skegs. The slots above and below the
centerline exit faiing/skeg are for the outside shafts support struts. There are exit holes for all three propeller shafts plus one for the rudder attachment.
The three deck pieces have a lot of detail in integral fittings. The forecastle deck has the forward superstructure and bridge cast integral with the deck. The same shallow portholes with eyebrows are present on the superstructure, presenting the same
options as the hull portholes. On the navigation deck are the ship’s wheel pedestal and access coaming and a locater holes for a pylorus and binocular pedestals. The forecastle also has the base plate for the forward 3-inch gun, a couple of detailed
ammunition lockers, ventilation domes, anchor windlass, and anchor chain locker fittings. Locater holes are present for the separate machined brass bollards, and gun mount. The long deck midship runs from the deck break to the quarter deck..
Immediately noticeable are five large, well detailed mushroom ventilators. There are four raised rectangles used as attachment points for the funnels. At the deck break are two large oval ready ammunition lockers for the two 3-inch guns located there.
These lockers have excellent dog detail. Circular and oval access hatches, base plates for the 3-inch guns, coal scuttles and locater holes for bollards and steam pipes are also around the deck break. The middle portion of this deck are smaller ventilators
and deck access fittings around the two middle funnel attachment rectangles. On the aft portion of this deck part are the bases for the wing torpedo tubes, the fourth funnel attachment rectangle with access coamings clustered at the base. Aft of the
funnel are detailed lockers that stored the reload torpedoes for the wing tubes, a ventilation coaming that gets a brass cover and a ready ammunition locker for the middle centerline 3-inch gun. The quarterdeck piece starts with the base mount for the
middle 3-inch gun and then the aft deck house. Cast/printed  integral to the deck house are doors, two fire hoses, aft torpedo tube reload locker on the starboard side and equipment locker. Further to the rear are the aft centerline torpedo tube base
plates, a couple of dome ventilators, aft 3-inch gun base plate, ready ammunition locker, access coamings, aft steering position with pedestal for a ship’s wheel, and a fitting at the very stern whose function is unknown to me. Locater holes are present
for more of the brass bollards, gun mount, torpedo mount, main mast and flag staff.

Because of the large amount of detail integral to the deck pieces, there are not that many small resin/3D parts to attach. The four funnels are totally hollow, top to bottom. At their bases is a rectangular sloped apron that fits over the locater rectangles
on the deck. The funnels are nicely done with nice top apron and delicate horizontal reinforcing bands. You get six gun mounts on pedestals for the 3-inch guns with separate brass barrels, although only five are needed. The breach blocks have
excellent detail. The three single torpedo tubes are on a runner and the tubes also have nice detail. One runner has the three propellers with two different blade angles. A single piece casting is the coaming and ventilation hatches for the engine room.
The hatches have hinge detail, dog detail and portholes. Another runner has the search lights, compasses, pylorus and base for the bow anchor davit. A thin, long galley smoke pipe is among the smaller parts. Smaller under water parts are the rudder
and outside propeller shaft supports. I am disappointed with the three ship’s boats. At best, they are adequate with only bench detail.
There are a lot of metal parts with the USS Smith kit. One large and one small brass photo-etch frets are included with many of the parts relief-etched. One of these is an optional top for the engine room ventilation coaming. Other relief-etched parts
are the anchor davit parts, coal scuttle hatches, parts for the unknown fitting on the quarter deck, and 105 portholes. The portholes deserve special mention as they have the rim and eyebrow, which attaches to the hull or superstructure. The rim is
open and the highly detailed cover can be posed open or closed. It is up to you as to the open or closed arrangement and if you wish to drill out any porthole that will be open. I would drill these out before attaching the porthole. The largest part on the
fret is the open bridge with top deck, a couple of relief-etched panels, and the bulkheads, which fold together for a one piece bridge. Other parts on the large fret are funnel grates, funnel bottom bands, boat davits, ship’s wheels, propeller guards, flag
staff supports, inclined ladder, funnel climb rungs, internal bridge support lattice, steam pipes, torpedo loading davits, and aft superstructure top bulkheads/splinter shields. This may represent railing covered by canvas dodgers. The A.D. Baker profile
has neither splinter shields nor railing on top of the aft superstructure but there had to be at least railing there because equipment was there. A photograph shows what appears to be railing covered by canvas dodgers. All the railing is pre-measured to
fit in specific locations. The small fret has only two parts, identical V shaped structures, lettered a and b, whose attachment locations I couldn’t find in the instructions.

There are a lot of turned brass parts and rods with this model. First of all there are barrels for the 3-inch guns but the muzzles are only slightly indented. Top masts are silver metal and the mast yards are brass. These parts are not just rods, they are
shaped. Both masts are shaped silver metal. All of the individual bollard heads are individual turned brass pieces. Two long silver metal rods are provided for the outside propeller shafts. Lastly you get a stand that looks like the name was cut into the
side panels with a wood burning tool. There are no anchor chain or decals. The instructions consist of six single sided pages. Some color is used in that brass parts are yellow and resin parts gray. Page one is a CAD drawing of the finished model.
Page two has a resin/3D printed parts laydown, which numbers all of the parts. Page three has the forecastle and forward midship assembly. There are four inset drawings for assembling the bridge, funnels, guns and mast tops. Resin parts are
lettered A with the part number, brass parts are lettered P with the number on the fret. Turned brass or silver metal parts are lettered with a G. Page four is assembly of the midship section. Page five has assembly of the aft main deck and quarterdeck
with inset drawings for the mainmast top and another view of the assembly from a different angle. Page six has the underwater assembly of the propellers, shafts, shaft supports and rudder. The instructions are adequate. For almost all of the
assembly steps, I could easily follow them but the location for some parts I could not find.
The Chan Yu Model 1:200 scale USS Smith DD-17 presents a gigantic value for the modeler. The significant warp of decks and hull is only cosmetic, as the warp is easily removed by oven heating. With detailed 3D printed parts, relief-etched brass
photo-etch, turned metal parts and a wooden stand, this kit is packed with goodies for the low price of US$60.

Steve Backer
Huntsville, Alabama