Nov. 5, 1904.] 
FOREST AND STREAM. 
891 
' And as we looked about, involuntary expressions of 
rapture escaped from our lips on the beauty of the 
scene; the clearing on the edge of the forest, carpeted 
with closely cropped grass; the handsome white hark 
of the birch trees and the magnificent expanse of Clear 
Lake stretching away to the south and east, fringed 
on all sides by dense woodlands, made a picture worthy 
the brush of a master. But some day all this will be 
changed. Where now stand the silent sentinels of the 
forest will be many cottages, and the thick, and tangled 
underbrush, together with the stones that line the 
beach, must give way to handsome lawns and ample 
docks. And where to-day are seen the vagrant sails 
of rude design, and boats that tell of the craft of long 
ago, will be noticed the splendid models of the present 
age. .' 
Sunday morning broke fair and warm. The, heavy 
wind that had for three days raged and roared, had 
departed for other regions, and hardly a breath of air 
was stirring as we lazily emerged from the tent at the 
good old Sunday hour of 9 o'clock. Elliott said it 
was against the law to fish on .Sunday in Canada, but 
nevertheless went down to the old broken pier, and 
soon came back with a couple of 2-pound bass for 
breakfast. There was something positively uncanny 
about that guide. He would take a bit of a worm or a 
chub and go and fish right where we had been fishing 
for hours without getting a strike, and in a minute 
or two yank out a big black bass. Farber and I fished 
on every side of that pier, and even up and down the 
lake for quarter of a mile, and caught nothing but 
sunfish and perch, and yet Elliott took a couple of 
worms and came back with two large bass. We asked 
him to let us in on the scheme, and after pledging us to 
strictest secrecy, said it was "personal magnetism," in- 
formation which of course we will treasure all our 
lives. 
After breakfast Farber and Beck, following a time- 
honored custom, went in bathing, Elliott sneaked off 
to the other side of the lake, while I busied myself in 
elaborate preparations for the removal of a six days' 
growth of beard. With the aid of a little hot water and 
American family soap, a razor that Farber swore by 
and the rest of us at, and a two by four pocket mirror 
hung up in a tree, I was enabled to cut down the hir- 
sute adornment quite materially, and at the same time 
preserve enough of my features to be recognized when 
the gang got back. 
That noon, just as we were gathering around the 
festive board for the last al fresco meal, and 111 fitting 
acquiescence of the demands of the occasion, who 
should step calmly out of the thicket and interpose 
her ample form on our front yard but a gentle, sad- 
eyed mooley cow. In an instant the guide was at her 
side, and a few moments later a large earthen bowl 
filled to the brim with rich warm milk, graced the 
center of the dinner table. For a long time we lin- 
gered over the meal, loath to think it must be the last, 
recounting the varied experiences, and congratulating 
ourselves on the success and enjoyment of the trip. 
We had been favored with fine weather; no mishaps had 
been met with; our health perfect; Farber had not had 
a touch of hay fever, and, all things considered, we were 
elated over the outing. And, to the man who would 
break away from the cares and trials of a busy life, even 
though for but a few days; to him who would seek the 
rejuvenation that comes from the free and generous 
hand of nature, let him do as we did. Let him go and 
dwell among the nines— beside the stream— amid pleas- 
ant surroundings" that charm the eye and satisfy the 
soul; let him feel the health-giving breezes play upon 
his sun-kissed brow, and enjoy the blessings of a keen 
appetite, waited upon by perfect digestion; let him lie 
down under the great starry dome of heaven, and be 
lulled to tranquil slumber by rushing waters mingled 
with the piping of the birds of night, and he will come 
back flushed with health, and with mmd and conscience 
as serene as the coming of the dawn. 
Meeting of the A. C. A. Board of Governors. 
The regular stated meeting of the Board of Governors 
of the American Canoe Association was held at the 
Irondequoit Canoe Club house, Irondequoit Bay, N. Y., 
on October 15 last. President Robert J. Wilkin, of the 
Atlantic Division, presiding. 
There were also present Commodore C. F. Wolters, 
John N. MacKendrick, of Northern Division, W. W. 
Crosby, proxy for Paul Butler, of Eastern Division, and 
Charles P. Forbush, of Central Division. No word was 
received from H. C. Morse, of the Western Division. 
Mr. Forbush acted as recorder. 
Reports were received from Mr, Butler and Commo- 
dore Wolters regarding matters referred to them. 
The president reported that there were balances of 
$374.13 in the Reserve Fund and $435 in the Permanent 
Life Membership Fund. 
An apparent deficit of about $230 appeared m the re- 
port of the administration of 1904, but it was thought 
this would be offset by a sale of assets on hand, and this 
was authorized. 
Frederick G. Mather, of Albany, _ N. Y., was unani- 
mously elected treasurer of the association. 
The following resolution was then passed : 
Whereas, The Board of Governors estimate the prob- 
able receipts of the secretary-treasurer for 1905 to be as 
follows: Atlantic Division, $60; Central Division, $175 ; 
Eastern Division, $100; Northern Division, $15; Western 
Division, $10; camp dues, $150. Total, $510. 
Resolved, That the commodore may expend 85 per 
cent, of this amount for all expenses of the year, and he 
shall pay 15 per cent, remaining to the Board of Gov- 
ernors. In the event of his receipts being in excess of 
this estimated amount, he may expend all of such excess 
as he may deem best for the association. In case the 
receipts from all sources do not amount to such estimated 
figures, namely, $50, or if, in his judgment, an exigency 
exists requiring an expenditure that would exceed such 
apportionment or allowance, he shall, before incurring 
the same, obtain the consent of the Board of Governors 
in writing. 
The matter of the disposition of the canoe and. sneak- 
box in which the late Nathaniel PL Bishop had made his 
voyages from New York to the Gulf of Mexico, was re- 
ferred to the president of the board with power. 
Meeting- of the A. C. A. Executive Committee. 
The annual meeting of the Executive Committee of 
the American Canoe Association was held at Rochester, 
N. Y., Saturday, October 15. The reports of officers and 
committees, Board of Governors, and Division officers 
were received and accepted. The proposed, changes in 
constitution as published were accepted. It was voted to 
turn, over a larger percentage of the dues to A. C. A. 
treasury, and also to increase the camp dues to $2 for 
members and $3 for visitors. The changes in constitution 
now provide that the treasurer receive, all funds, also 
applications for membership. He will publish names and 
send certificates of membership to new members when 
elected. As some of the Divisions think they can keep a 
better interest and collect more dues through Division 
pursers, it was decided that vice-commodors may apply 
to commodore to direct Division pursers to collect Divi- 
sion dues. The Eastern Division tried this plan this year, 
and it proved very satisfactory. 
Forest and Stream, Sail and Sweep, and Canoeing 
were voted the official organs for 1905. Sugar Island 
was selected as the place, and August ..the time, for hold- 
ing 1905 meet. The exact date will be supplied later. H. 
Lansing Quick, R. J. Wilkin, and W. W. Crosby were ap- 
pointed committee on revision of constitution and by- 
laws to conform to amendments passed at this meeting. 
Harvey M. Stewart, Rochester, N. Y., was elected secre- 
tary, and Frederick G. Mather, Albany, N. Y-, was elected 
treasurer. John S. Wright, 
Secretary-Treasurer. 
Gas Engines and Launches 
{Continued from page 372.) 
BY F. K. GRAIN. 
Gasolene — Continued. 
Most of the vaporizers now in use on the two-cycle en- 
gine have a slow-down device consisting of a threaded 
stem butting against the stem of the valve. The effect 
of screwing down is to reduce the lift of valve acting as 
a throttle. While this device is. very efficient to a limited 
range, when adjusted to run steadily for any. length of 
time at a very slow speed, it also requires that the gaso- 
lene be reduced, as the effect of this slow-down is to re- 
duce the amount of air, the gasolene remaining almost 
constant. Consequently,, if the gasolene is not adjusted, 
it eventually means the flooding of the engine. In very 
cold weather a pipe should be led from a small drum sur- 
rounding the exhaust pipe to the vaporizer. This will 
furnish hot air and prevent freezing of the vaporizer, the 
rapid suction of the engine setting up a refrigerator 
process. In regulating the gasolene supply, do not be 
heavy-handed, especially with a two-cycle engine which 
requires a number of revolutions in order to feel the 
effects of airy change at that point. It is very seldom the 
case that the engine will act the same after being run a 
few minutes as it will on the start, owing to the change in 
temperature and the mixture not being true ; therefore^ be 
very cautious in regualting; taking it slowly and watching 
the effect on the engine. The lead of the igniter will also 
effect the adjustment of gasolene, the effect being different 
in different engines at different speeds. We have seen a 
great many engines that have also suffered and have been 
condemned by the owner for these very reasons, that they 
would not let the engine alone or give it a chance to regu- 
late itself. Where an engine is working well, we say, by 
all means let it alone. If you want any advice, write to 
the makers of the engine and keep away from the would- 
be expert. 
Probably the next and most serious trouble for the 
novice, is to account for the different and peculiar noises 
which will develop. It is probable that the worst of these 
is a hard pounding, sounding almost as if the piston had 
worked loose and was trying to knock the cylinder head 
off. It will also sound as if the bottom of the boat was 
being knocked' out. In ninety-nine cases out of . one hun- 
dred this is caused by the fly-wheel being loose. To 
remedy this, drive in the key of the fly-wheel. It may be 
that the noise will still continue mildly; in this case the 
key has either -been driven up so that it bottoms against 
the shoulder of the key-seat or the key is too small; in the 
latter case it can be made: to fit by fitting some slips of 
very thin metal, such as fin, etc., under the key. This 
pounding can also be traced to any of the revolving parts, 
but of course will not make the severe noise the fly-wheel 
W»U. It sometimes happens that a pounding in an engine 
will be located seemingly at the propeller shaft; in this 
case it is generally caused by the rudder, which, being 
loose in the rudder port, has a tendency to lash by the 
action of the water from the propeller wheel. This will 
only happen when the boat is running straight away; as 
soon as the rudder is turned, the pressure thereby being 
increased, this noise will cease. When there is a decided 
squeaking in the cylinder, it can be generally traced to 
want of oil, but in some cases an insufficient supply of 
gasolene or poor mixture will produce the same results. 
A slight pounding with a metallic ring is invariably 
caused by insufficient gasolene. This is especially the case 
in the four-cycle engine. Pounding in an engine is often 
laid to the connecting rod being worn in the crank boxes. 
While this may produce considerable noise at first, when 
the engine reaches its speed it has very little effect, and is 
hardly noticeable. Of course we have not made any men- 
tion of the sharp explosions with an escape of consider- 
able amount of smoke from the exhaust and all around 
the valves, sometimes resulting in the quick stopping of 
the engine. This is what is known as back-firing, usually 
caused by insufficient gasolene, and resulting in a slow- 
burning mixture which ignites the incoming charge, re- 
sulting in a strong impulse when the piston is at its lowest 
point. The remedy is to feed more gasolene. In some 
engines, especially the two-cycle type, this is a very com- 
mon occurrence, and is caused by proportions of the in- 
let and exhaust ports and the location of them being in- 
correct. Of course, in cases of this kind, it is very diffi- 
cult to get the correct regulation of the gasolene. In 
some cases the effect of the poor designing will result in 
the . overheating of the exhaust ports and passages extend- 
ing also to the exhaust pipe. This will cause the charge 
to ignite immediately on entering the cylinder. It is_ a 
serious defect, as the engine, of course, is liable to ignite 
at any point, and often results in injury to the operator 
.when handling the engine. On all engines we have a 
number of joints which require a packing of some kind, 
usually of a very thin material. We have on the market 
to-day a thin asbestos cloth, through which is woven a 
.fine soft copper gauze; this is unquestionably the best 
packing that can be used. The next best thing to this is 
drafting paper of good quality, giving not only the paper, 
but the surfaces to be joined, a liberal coat of shellac, 
and making the joint while the shellac is still moist. All 
pipe joints for gasolene or gas should also be made with 
the shellac; where this is not obtainable, ordinary brown 
soap will answer the purpose, neither of these being 
affected by gas or gasolene; but avoid all kinds of lead, 
as they are dissolved by the gases. Owing to gasolene 
being a hydrocarbon, it is therefore necessary to use the 
cylinder oil and grease on the bearing of the same nature. 
.The. cylinder oil should be moderately heavy and of high 
fire test, otherwise it will be consumed, and in many cases 
. causing the cylinder to score and cut ; it is therefore poor 
economy to buy cheap oil, .as the results obtained from the 
use of the best oils will much more than offset any dif- 
ference in price, particularly as the consumption of the 
best oils will be astonishingly less than with the lower 
grade. Steam engine cylinder oil which usually contains 
a large amount of animal and vegetable oils should never 
be used on a gas engine, as it is sure to result disastrously 
to the machine. It is not necessary to buy but the one 
kind of oil, as the same oil employed in the cylinder will 
answer for all purposes. In the two-cycle engine, where 
the accumulation of the oil in the base is employed to 
lubricate the crank, it should be drained out frequently 
and the crank case flushed out with gasolene, as the small 
particles of sand left in cleaning the casting will from 
time to time settle in the crank case, and, of course mix- 
ing with the oil, will be thrown on to the crank-pin, caus- 
ing the brasses to wear rapidly. To prevent rust on the 
small igniter parts, cylinder oil, however, is not suffi- 
ciently adhesive, and we recommend keeping all the bright 
parts thoroughly greased with vaseline, which should be 
put on with a brush. 
Gasolene Pipes. 
Another source of trouble is in the location of the tank. 
This in many cases is placed so low that if the boat is 
loaded by the head the gasolene will not flow to the 
vaporizer when the tank is about exhausted. A. source 
of a great deal of annoyance is the practice of running 
the gasolene pipe around under the lockers, especially 
where the tank is somewhat low, as ur this case the 
pressure of the gasolene, is influenced by the rolling of 
the boat or over-loading on either side: In some cases 
we have seen the gasolene entirely shut off when the boat 
is out of trim. The gasolene pipe should in all cases be 
led down as close to the keel as possible. 
Installing Propellers. 
Care should be taken in lining up the engine, as where 
the engine is out of line with the propeller shaft it will 
buckle the shaft, causing a great deal of friction, which 
friction will increase with the speed of the engine. _ In 
the majority of cases the smaller sizes of marine engines 
are installed at a considerable pitch or incline, and there 
being more wood under the forward part of the engine, 
which , of course will swell with the dampness, the incli- 
nation is to throw up the front end of the .engine ; there- 
fore an engine should always be relined after it .has been 
in use for a week or two. 
This is especially true and should be carefully looked 
. after where the propeller shaft is very short. The pro- 
peller shafts in the smaller sizes of engines are generally 
made of bronze, especially where used in salt water.; also 
the stern bearing or stuffing box, which in small boats is 
generally combined in one and placed on the outside of 
the boat. On the larger boats,' where it is inconvenient 
to haul the boat out owing. to its size, it is customary to 
use a stern bearing on the outside with a stuffing box on 
the inside. In this case a steel shaft' is used, being bushed 
with brass of bronze where it runs' through the stuffing 
