Nov. 12, 1904.] 
FOREST AND STREAM 
418 
a good gauge. If a spark shows up inside the plug, it 
means defective or broken insulation. If of porcelain, 
replace it or substitute another plug. If of mica, tighten 
the insulation by slightly tightening the nut. This latter 
trick I have used on several occasions, rendering de- 
fective plugs good as new. I know of one in constant use 
for two seasons which had been condemned as no good, 
with nothing the matter with it except that the shellac 
used as a binder for the mica had burned out, leaving 
it spongy and loose. 
There is one condition which ought to be considered 
in the line of jump spark ignition troubles. Suppose the 
vibrator works satisfactorily, and after trying several 
plugs you can get no spark. This would show a short 
circuit in the secondary wiring. It may be that the wire 
is wet, runs too close to the piping or engine, or maybe 
it is not sufficiently insulated. The remedy for this would 
be to incase the cable or heavy wire in ordinary rubber 
tubing, and if desired results are not then obtained the 
only recourse is to put in a new secondary cable between 
spark plug and coil. As a matter of precaution before 
this step, disconnect the two wires from the secondary 
terminals on the coil, and connect two short wires thereto 
so that the ends shall be about one quarter of an inch 
apart. Then close the switch. If the coil is in proper 
shape, the spark will jump across the intervening space 
whenever the primary current is closed. If a coil is used 
with no vibrator, similar to the usual coil used on motor 
cycles, there will be seen two sparks, one on closing and 
one on opening the primary current. 
In the jump spark ignition, remember that the volt- 
age is from 20,000 to 30,000, and don't touch or get 
near any part of the plug, secondary wiring or coil bind- 
ing-posts when the switch is closed, for you are liable 
to get a very unpleasant shock which you will be likely 
to remember. 
Having satisfied yourself that the sparking mechanism 
is in proper shape, next see that you have sufficient gaso- 
lene. If you are using a generator valve, be sure that the 
needle valve is at the proper position; rock the fly-wheel 
back and forth three or four times, and if the ignition is 
set very early, as it should be for easy starting, bring 
the starting pin up unusually high in the opposite direc- 
tion and let go. The engine ought to start, the compres- 
sion at first starting the piston down and the fly-wheel 
in the right direction, the circuit breaks, causing a spark 
which ignites the charge of gas pumped into the cylinder, 
which in turn explodes and carries the piston by the next 
upper center, unless the ignition is set -so early that the 
force of the next explosion is felt before the center is 
past and the engine stops and reverses, running several 
times part of a revolution in either direction. 
Now turn the engine over carefully by hand and note 
the position of the piston when igniter snaps. _ If the con- 
tact points are bright and there is no water in the cylin- 
der, you can be quite sure that the ignition is all right. 
Having dealt with the ignition, we will give our atten- 
tion to the explosive mixture. In this connection we will 
have to treat of several subjects, the vaporizer or gen- 
erator valve, float feed or constant level carburetor, the 
check valve engine, and the newer type of so-called 
"ported" engine. 
The generator valve regulates more or less accurately 
the gasolene feed, and at the same time acts as a check 
valve against the explosive mixture which is compressed 
lightly in the crank case of the usual two-cycle, or as 
we shall call it here, the check valve engine. The usual 
trouble with beginners starts right here with the 
generator valve. If the engine does not start after one or 
two attempts, and gasolene shows at the generator valve, 
the chances are that the engine is "flooded," that is, the 
mixture is so rich in gasolene that it will not ignite. 
The remedy now is to close the gasolene valve and turn 
the engine over a dozen times or more with the relief 
valve open until an explosion occurs. Then close the 
relief cocks and start the engine. If it begins to slow 
down, open the gasolene valve and regulate the flow until 
the proper mixture is obtained. Sometimes a drop ot 
water or a little dirt will effectually close up the needle 
valve or a little dirt may get on the seat and by prevent- 
ing the valve poppet from seating will allow too much 
gasolene to enter, thus rendering the mixture either too 
poor in gasolene, which renders the engine liable to ex- 
plode in the crank case, or too rich, when the engine 
will smoke, miss explosions and eventually stop. To the 
practiced man, the condition will be readily apparent, but 
to the novice he had better stop the engine and take the 
vaporizer apart, and try to find the trouble. Remember 
that the usual trouble, when the spark is m proper shape, 
is too much gasolene. There is one condition that will 
not usually occur except in cold weather, and that is by 
the cold formed from the rapid evaporation of gasolene 
freezing the moisture in the air until a thin coating of 
ice prevents proper seating of the valve and the gasolene 
supplv will be interfered with. 
With float feed carburetors there is very rarely any 
trouble experienced, but they cannot be attached to the 
ordinary check valve engine unless a swing or other light 
acting check valve is employed. _ _ 
In the so-called "ported" engine, 111 which the gas inlet 
is opened and closed by the piston, the generator valve 
-nves so much resistance that the carburetor is almost 
a ' necessity, if any power is. to be got out of the engine. 
In starting a two-cycle ported engine with a float feed 
carburetor; it is usually necessary to put a few drops of 
gasolene into the cylinder through the priming cup or 
relief cock, then prime the carburetor by depressing the 
float and the engine ought to start if the spark is in 
good shape on the first or second revolution with the re- 
lief cock opened. . 
It is usually understood that given an ordinary gaso- 
lene engine with perfect mixture and proper spark,_ it 
ouo-ht and will run. Now, there is one condition which 
will thoroughly upset these calculations, and that is water 
in the cylinder, either through the gasket between the 
head and cylinder, the exhaust or cracked _ cylinder. If 
its presence is ever suspected, lose no time in getting rid 
of it An almost infallible indication of slight leak is 
when on attempting to start, the piston seems, or really 
is "stuck" in the cylinder. Water will saturate the insu- 
lation of the firing-pin or insulated electrode and kill uic 
spark If any moicture exudes from the insulation on 
starting or attempting to start, investigate at once. Don't 
let salt water remain in your cylinder one minute longer 
than necessary. 
British Letter. 
A good deal of unnecessary mischief is being made 
by the irresponsible manner in which gome of the 
papers comment on the alteration to Rule ^5, governing 
the races for the British international cup for motor 
boats. The rules have recently been amended by the 
International Commission, and many improvements 
made, notably in lengthening the course to between 
thirty and thirty-five miles. It has also been decided in 
future that the start is to be flying, and that all com- 
petitors shall be started together by signal five minutes 
after the preparatory signal (Rule 6). Mr. Basil Joy, 
the secretary of the A. C. G. B. I., is stated to have 
said that, in consequence of this alteration to Rule 6, 
"there will be no possibility of a similar contretemps 
occurring as that which robbed Napier Minor of her 
victory at Ryde this year." Remarks of this kind, 
which have been freely indorsed by many of our papers, 
are not calculated to promote good feeling between 
British and foreign clubs, and are altogether uncalled 
for. It has been abundantly proved that Napier Minor 
was knocked out at Ryde the moment she was beaten 
by Napier II. Nobody knew this better than Mr. Edge, 
and nobody was more fully aware that Napier Minor 
was, not qualified to run than he was. The fact that 
Napier II. was of too flimsy construction to stand the 
smooth water of the Solent, was unfortunate, but to 
expect that, as a result of her breakdown, he should be 
allowed to run his already defeated Napier Minor was 
simply to expect one set of rules for himself arid another 
for his opponents, which is obviously not the highest form 
of sport. There can be no doubt whatever that Napier 
Minor was run against Trefle a Quatre in direct op- 
position to the rules governing the races. This being 
so, she was not a winner, although she came in first, 
and to talk about her as having been robbed of her vic- 
tory is simply to talk sheer nonsense. It has also 
transpired that Mr. Edge did not obtain official sanction 
to run Napier Minor instead of Napier II., as he would 
have us believe, but that when he approached "two of the 
race officials, Major Lindsay Lloyd and Mr. Dinsmore, 
on the subject, they said they thought he would be en- 
titled to do so; but they were particularly careful to tell 
him that the opinion they offered was entirely unofficial, 
and Mr. Edge said he quite understood this. This puts Mr. 
Edge clean out of court; and, in spite of his many at- 
tempts to keep himself before the public eye, by writing 
to the papers, as is invariably the case with him when- 
ever things do not go exactly as he wishes, he has but 
few sympathizers among the better class of people who 
follow the so-called motor boat racing. 
It is a pity that the International Commission did not 
see fit to bring in a rule to the effect that no competitor 
shall be allowed to run more than one boat in future, 
for so long as any one individual is able to enter more 
than one boat, the representatives of firms engaged in 
the trade of building motor boats and engines will al- 
ways have the pull over private owners, and motor boat 
racing, at any rate as far as high speed launches are 
concerned, will remain what it now is — merely a trade 
advertisement — owing to the enormous outlay required 
to procure even a small launch. 
The Council of the Yacht Racing Association had a 
meeting on Oct. 14 at the Royal London Y. C. to con- 
sider and adjudicate upon some protests which had been 
referred to them from time to time during the past sea- 
son. None of the cases presented any great complica- 
tions, but one which was referred by the Torbay Sailing 
Club, arising out of a foul at the start, shows how little 
competitors and sailing committee alike know about the 
much-vexed question of the luffing rule, even when 
there are no complications. The wind was in such a 
direction that the boats would have it on their starboard 
quarters when they cut the line at right angles. While 
maneuvering for the start between the guns, one boat, 
A, saw that she was going to be too soon, hauled her 
wind and sailed along the line. Another boat, B, which 
was sailing free and could have borne away under A's 
stern, did not do so, but luffed and put herself m the 
position of overtaking boat. A promptly luffed B, as 
she had a perfect right to do, under Rule 29, and she 
forced B outside the starting line. After this there was 
a foul, presumably owing to B bearing away and forcing 
A over the wrong side of the line. B was palpably in 
the wrong, but she protested against A, which won 
second prize, and A was disqualified by the sailing 
committee. A appealed to the Yacht Racing Associa- 
tion, with the result that her appeal was upheld. This 
is really quite a simple phase of the luffing rule; but it 
only shows how easy it is to misinterpret it and how 
necessary it is to have a competent court of appeal. 
E. H. Kelly. 
Measurement Rule Conference. — A conference of 
delegates from the New York, Eastern, Atlantic, Larch- 
mont, Beverly, Boston, Seawanhaka and Marblehead 
Corinthian Y. C.'s and the Y. R. A., was held at the New 
York Y. C. on Thursday, October 27, for the purpose of 
discussing, and if possible recommending, to the clubs 
in interest a uniform measurement rule. 
The importance of this conference cannot be overesti- 
mated, and as the clubs and associations represented con- 
trol practically all the racing in New York and eastern 
waters, it is to be devoutly hoped that the consummation 
of the object of the conference may not be prevented by 
reason of the personal predilections of either individuals 
or clubs. While there is but little probability that all 
racing yachtsmen will accept any one measurement rule 
as perfect, it is indisputable that uniformity on the At- 
lantic Coast with any good rule as a basis is vastly to be 
preferred to present conditions. 
It is a fact that by reason of unsatisfactory measure- 
ment conditions, a number of men heretofore prominent 
in racing have deserted to the automobile and so-called 
automobile boats, and their building boats and returning 
to yachting is dependent upon the adjustment of this 
"lortant question. 
It is proDaDie that several meetings will be required to 
fully discuss and decide upon all details, but it is ex- 
pected that whatever rule may be recommended will be 
presented to the various clubs within the next few weks. 
Co-Education on a Yawl. 
BY SARAH HITCHCOCK, BUFFALO, N. Y. 
Our party consisted of four, captain, mate, skipper, 
and an A. B. Of course, our captain and mate were 
old yachtsmen, but the skipper and A.B. were new 
yachtswomen and not quite thoroughly seasoned. Two 
summers' experience doesn't make a real sailor of a 
woman, and the wonder is that the men expectrt. 
Our boat is able, easy to steer under all conditions, 
and will point as high as the average sloop — "an able, 
handsome lady," if the opinion of her crew is to be 
relied upon— vawl-rigged, built by Weir, of Hamilton, 
36ft. over all," 25ft. waterline, 10ft. breadth, 5ft. draft, 
with 3,400 pounds of iron on her standing keel and 
1,000 pounds of inside ballast, tier least freeboard is 
26m. ; bilges hard, and, to quote the mate, is as stiff as a 
church. We carried a bright cedar dinghy, which we 
found towed well in all kinds of weather. Her cabin, 
with 5ft. loin, head room, is commodious and comfort- 
able. Two transoms, 3ft. wide, make luxurious seats 
by day and capacious beds at night by having three 
iron strips reaching from one transom to the other 
"across the passage way, on which are laid two boards 
ioiri. wide and the full length of the bed, leaving step- 
ping room between. The cushions being turned about 
and the space at the end filled in by a third cushion 
(which formed a back in the day time), made two 
berths, almost the full width of a bed. A burlap cur- 
tain stretched from the companion to the galley door- 
way and completed the sleeping -car aspect of our cabin. 
We left Buffalo in the early dawn, and with a very 
light spinnaker breeze made Port Colbourne, Ontario, 
before noon. There are no ports along the American 
or south shore of Lake Erie, short of Dunkirk, so Buf- 
falo yachtsmen always set sail for Canadian ports. 
Theirs is an inhospitable shore, too, and keel boats 
must give reefs and land a wide berth. 
Is one ever ready to start on a cruise? We had spent 
plenty of time over plans and discussions, and were 
ready to pride ourselves on our start. But not for long, 
tor at Port Colbourne we were obliged to mend the 
spinnaker, set up the bobstay and get ice and fruit. 
While these things were being done by the men, the 
ladies prepared lunch. The galley does not boast of 
full head room, but has all the other comforts. There 
are two trusty Primus stoves, an ice box, a large gal- 
vanized water tank and the prettiest of blue dishes. It 
was just the time to christen our new copper frying pan, 
for we were to have chops. 
"Everybody ready? If you are, I'll put on the chops," 
called out the skipper, popping her head above the com- 
panion way. She put the pan on to let it get "real hot," 
and it did. She had the lining well melted before she 
had found the chops. The captain looked sad. 
"They told me that wouldn't need relining for three 
years." 
"That meant on land. Three days on a yacht," re- 
torted the skipper. 
A little cool air settled the tin, and we tried it again, 
with success. We had a small folding table to put up 
between the seats and a white oilcloth table cover that 
is most fitting on a cruise. When under way, we used 
paper napkins, and sometimes wooden plates. 
Port Colbourne is at the entrance of the Welland 
Canal, and affords good shelter. Recently finished 
breakwaters give a fine berth, where one is not dis- 
turbed by passing vessels or by any wind that blows. 
After dish-washing for the ladies and a. short smoke 
for the men, we got away, for Port Maitland, twenty 
miles further west. Our progress was_ slow, and we 
soon found ourselves becalmed in the big bay between 
Sugar Loaf Point and Mohawk Island Light, with every 
indication of a long calm. Fortune favored us toward 
late afternoon, and a lively northeaster blew up, bring- 
ing a pouring rain; but this was not minded, as we 
bowled along with the wind on the quarter, through the 
inside passage to> Maitland. 
Twilight was deepening into darkness as we dropped 
our hook in Grand River. This picturesque spot is a 
favorite with Buffalo yachtsmen, and we found other 
boats there, come to spend the Fourth of July. The 
friendly landlady of the port let us dry out at her kitchen 
fire, where other yachtsmen had already gathered. 
The next day, the Fourth of July, dawned clear and 
cloudless. We breakfasted on fruit, shredded wheat 
biscuit, bread and butter and coffee. A saucer of ber- 
ries was passed to each one. "You must eat those first 
and then put the biscuits in the same dishes. I'm not 
going to do superfluous washing this hot day," said 
the A. B. 
Butter packed in a crock proved a satisfactory way 
of carrying it; except in the country we had no trouble 
in getting cream. After a light breakfast we did without 
hot dishwater. The lake water at summer temperature 
answers admirably if some good soap is used. 
We . got under way about 9, starting with jib and 
driver, and setting the mainsail as we passed the light- 
house. 
"What's the course?" asked the mate as he hoisted 
the ensi°*n. 
"S.S.W.^W., and the wind is out of the N.E." 
"Then let's get out that spinnaker again, mate." 
"Aye-aye, captain." And it was set to stay all day 
for a run of fifty-eight miles. 
We bowled along with a cheerful ripple under the 
bow, making eight miles an hour steadily. Hour tricks 
at the tiller all round make easy work. The day was 
perfect summer, sky clear and blue and the breeze 
warm — a hot day on shore we learned afterward. 
We passed out of sight of land before long, munch- 
ing our sardine sandwiches in the middle of the lake, 
where the water looked deep and cool, and where the 
whitecaps shone more brilliantly, tumbling and tossing 
in their frolics. The tap, tap of the ice-pick was almost 
the only sound heard during the afternoon. The mate 
had turned steward and brewed tempting collins, which 
he presented at intervals. The captain drowsed over a 
book and complained of indigestion by turns. Only a 
helmsman was needed on deck throughout the day. 
Presently we began to catch hazy glimpses of the 
Chautauqua hills on the south shore, and got the 
