486 
FOREST « AND STREAM.* 
Cruising Launch Nancy Ann* 
The Gas Engine and Power Company and Chas. L 
Seabury & Co., Consol., shipped to Galveston, Texas, on 
Saturday, November 12, an ideal cruising power boat for 
southern waters. The owner, Mr. W. L. Moody, of 
Galveston, Texas, has secured an able, commodious, and 
handsome craft. Very rarely has it been our privilege 
to inspect a boat so near an ideal cruiser, or one of her 
size in which comfort and beauty are so well combined^ 
Her frames are of bent oak, and planking of cedar. All 
fastening is of copper. One of the features of her con- 
struction is an extra wide guard and wearing strip, appre- 
ciated where landings are made at docks or piers in any- 
thing but smooth water. 
Butternut and mahogany enter largely in the interior 
finish, while a handsome teak rail adds decidedly to her 
appearance. The cushions and hangings in the pilot house 
are red, while the saloon furnishings are in a green shade. 
The effect is very pleasing. 
Her motive power is two six-cylinder four-cycle 
Speedway motors, 6in. diameter cylinders and 6in. stroke, 
developing at 600 revolutions per minute approximately 
30 horsepower each. Ignition is by double equipment of 
separate storage battery, with an emergency battery of 
primary cells. The j ump spark system is used, with 
special Seabury commutators or distributors. ' 
Nancy Ann has a gasolene capacity of 250 gallons, with 
the usual water-tight bulkhead and water circulation 
about the tank so familiar in all the Morris Heights 
launches. 
She developed a speed on her final trial trip of between 
14 and 15 miles, proving conclusively that Nancy Ann, 
while lacking nothing to complete perfect appearance and- 
comfort, is not deficient in power or speed. 
Queries on Marine Motors. 
C. G, Newark, N. J. — My two-cycle single-cylinder engine is 
behaving very queerly of late. I have been in the habit of 
starting it by rocking the flywheel back and forth three or four 
times, bringing it up at last smartly and letting go. Instead of 
starting ahead, it runs nearly one revolution ahead, and then in 
the opposite direction or backwards. If I start it to run in the 
opposite direction, it runs without reversing. Can you explain 
why? _ It was only a short time ago that when I attempted to 
start it, it would run nearly a revolution ahead, then back, then 
ahead, and would not pass the upper center. Is my compression 
too high? 
Ans. — Your ignition is undoubtedly of the make-and- 
break type, and, like nearly every similar make, the en- 
gine will run in either direction. It would appear from 
your description that the eccentric had slipped on the 
shaft, so that the high point came just ahead of the upper 
center when going ahead and just after when going 
astern. You would have two remedies in this case. One 
would be to make your ignition a little later in starting, 
gradually increasing the lead in until the engine seems 
to be doing its best; and the other to move the eccentric, 
carrying the ignition apparatus a little in the opposite 
direction and fastening it securely when the high part is 
exactly on the upper center. In the second case referred 
to, the ignition was set too early, and the eccentric had 
not slipped. 
Nearly all manufacturers set their eccentrics exactly on 
the center, but some who always use reversing gears and 
wheels set theirs a little after the center, claiming that the 
engine is surer to start in the right direction. It may be- 
come necessary to run the engine backwards some time, 
and it will be found quite inconvenient to start, except 
with the relief cock open and ignition very late. Occa- 
sionally is found a two-cycle engine so built as to run 
in one direction only. It is only a short time ago that a 
man who knew all about gasolene engines worked over 
two hours_ trying to start at two-cycle engine that would 
only run in one direction, by rocking the flywheel back 
and then bringing the starting pin up smartly, letting go-. 
Occasionally is found the two-cycle engine with the 
starting pin located 00 degrees after the upper center ; and 
unlucky is he who does not notice or know the difference, 
should he try to start with the usual late ignition and not 
let go soon enough. 
E. W. B., Boston, Mass. — Do you know of any make of two- 
cycle marine engine that can be run in either direction and be 
made to ignite going ahead or backward after the upper center 
is past? 
Ans.-— There is at least one manufacturer who adver- 
tises this feature. We do not know whether patented 
or not. It is a good departure, for by its use an engine 
could be started without any danger of "back-kick," and 
the lead of the spark could be changed to suit. It would 
be an easy matter to have the igniting eccentric loose on 
the shaft, with the key-way about three times the width 
of the key, or possibly twice would be enough; or there 
could be stops put_ on "the flywheel to accomplish the same 
object. With a rigid eccentric the spark trip lever must 
be released before the upper center or while the eccentric 
is going up, either going ahead or back, or both if set 
exactly on the center. A very great improvement in the 
two-cycle construction— the elimination of the danger of 
getting hit by the dangerous starting pin — could be made, 
if the engine could be started by turning the flywheel 
over by hand, leaving the relief cock on the side open. 
R. B., Tottenville, S. I.— In my four-cycle engine my float feed 
carburetor "pops" frequently. Would adding an independent air 
supply remedy the trouble? 
Ans. — Your float feed carburetor "pops," in all prob- 
ability, from an irregular mixture of gasolene and air, 
due to variations in the height of the gasolene. When 
the level is low the mixture is too poor, and when high, 
nearer correct. To stop the occasional "popping" will re- 
duce the power of the engine, for it will be necessary to 
increase the richness of the mixture. If this noise is ob- 
jectionable, an independent air supply, which would in 
itself increase the efficiency of the engine, would reduce 
the occurrence at less loss of efficiency. 
R. D., Greenport, L. I.— Which is correct, "carburetor," "car- 
burettor or carbureter"? 
Ans.— According to authorities such as Webster, Cen- 
tury and Standard dicti.naries, it is "carburetor" al- 
though sometimes spelled "carburettor." 
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