The Launch Boys' Cruise in the Deerfoot

CHAPTER V

A Motor Boat

The first time you stepped aboard a motor boat you were impressed by the looks of the engine and the numerous appliances which when rightly handled drive the craft through the water at the rate of ten, fifteen, twenty and sometimes more miles an hour. You thought it would be hard to learn to manage the boat and know how to overcome the different kinds of trouble that are almost certain to arise. But the task, after all, is simple and with patience you can soon master it.

In the first place let us find out the principle which governs the smooth, swift progress of the structure. I shall be as brief and pointed as possible.

As a foundation, we need a good supply of clean, strained gasoline in the tank. Unless the fluid is free from all impurities it is likely to clog and interfere with the working of the machinery. The tank is so placed that its elevation is sufficient to cause the gasoline to flow by gravity through the pipe, which is connected by an automatic valve with the carburettor, admitting just enough to answer the purpose desired. As the gasoline is sprayed into the carburettor a quantity of air is drawn in from the outside. The two mingle and form a highly explosive gas. To start, you give the fly-wheel a rapid swing, which causes the piston to move downward. This action sucks the gaseous mixture into the cylinder through the inlet valve. The further movement of the fly-wheel causes the piston to move upward, compressing the gas into small volume. While the gas is thus compressed it is exploded by means of an electric spark. The violent expansion of the burning gas drives the piston downward with great force. The movement opens the exhaust valve, the burnt gases escape through the exhaust pipe and the fresh mixture is drawn in again to be compressed and exploded as before. If the engine has more than one cylinder the same process is repeated in each one. This is the operation which is continued so long as the supply of gasoline holds out.

In the steam engine the vapor acts alternately on each side of the piston head, but in motor boats and automobiles it acts only on one side. The speed with which this is done is amazing and the same may be said of the steam engine.

The swift rise and fall of the piston acting through the connecting rod turns the shaft directly below, which whirls the screw around at the stern. The electric spark that explodes the vapor is generated by a dry battery or by a magneto-electric machine driven by the motor itself. There is also the "make and break" spark, to which we need give no attention. The two ends of the wires in the spark plug which is screwed into the cylinder are separated by a space barely the twentieth part of an inch, across which the spark leaps, giving out an intensely hot flash.

You understand, of course, that I have given simply the principle and method of operation of the engine belonging to a motor boat. There are many parts that must operate smoothly and with the minimum of friction. Lubricating oil is as essential as gasoline; the ignition battery must be kept dry; you must know how to operate the reversing lever, to shut off, to start and to hold the desired speed. Except when racing or under some pressing necessity, the swiftest progress is rarely attained, for it is trying to all parts of the engine and consumes a good deal of fuel, which cannot be bought for a trifling price.

You would be confused by any attempt on my part to give a technical description of all the motor appliances, nor is there need to do so. If you have just bought a motor boat, you will be taught how to control and manage it by a practical instructor, and such instruction is better than pages of directions. To show the truth of what I have just said, I will quote a single paragraph from the description of the boat concerning which I shall have a good deal to say in the course of my story.

"The keel is of white oak, with specially bent elm frames. Planking of selected Laguna mahogany, finished thickness one-half inch, in narrow strakes and uniform seams, secured to frames by copper boat nails, riveted over copper washers, all fastenings being of bronze or copper to withstand salt water. Seams of hull caulked with special cotton payed and puttied. Outside of mahogany planking, finished in natural wood with spar varnish. Watertight bulkheads fore and aft which assist in floating the launch in case of accident. Decks and interior woodwork finished in selected Laguna mahogany. Steam bent quartered oak or mahogany coaming extending around cockpit."

Alvin Landon's launch was thirty-five feet long, with six-cylinder, sixty-horse power motor and a guaranteed speed of twenty-four miles an hour. The motor was placed under the forward deck, where it was fully protected by a hinged metal deck. To become somewhat technical again let me proceed:

All the valves were placed on the same side, the camshaft (operating the valves) as well as the pump shaft being mounted on ball bearings. The crankcase was of tough aluminum alloy, and lubrication was well provided for, being kept at a constant level in the crankcase by a geared oil pump. A gear-driven pump circulated the necessary cooling water for the cylinders, which passed out through the copper exhaust pipe at the stern. Only one operating lever was employed and that was placed directly at the helmsman's left hand. The gasoline tank contained fifty gallons and was under the after deck with a pan below it for safety's sake, draining overboard. The propeller wheel and shaft were of bronze.

Alvin's motor boat, thus partially described, included the necessary deck hardware, "such as brass chocks and cleats, flag pole sockets and flag poles, ventilators to engine compartment, rubber matting for floor, cushions and upholstered backs for seats, three sailing lights, oars, rowlocks and sockets, compressed air whistle with tank, two pairs of cork fenders, bell, foghorn, boat hook and portable bilge pump, six life preservers (as required by the U. S. Government), a twenty-pound folding anchor and a hundred feet of strong manila rope."

We must not forget the glass wind-shield. Passengers and crew were always guarded against flying spray and sweep of wind and rain. Nothing that forethought could provide for the safety and comfort of all was forgotten.

Suppose young Captain Landon stepped on board the Deerfoot with the intention of starting out on a cruise. He would first turn on the switch which controls the electric current for the jump spark, open the valve that allows the gasoline to flow from the tank into the carburettor, swing around the fly-wheel and then assume charge of the lever and steering gear. But lo! the engine refuses to respond. There is no motion. What is the cause?

There may be a dozen of them. In the first place, the battery may be worn out; there may be a lack of compression due to leaky valves; perhaps, after all, he forgot to place the switch key in position; the spark plugs may be fouled or cracked, the gasoline shut off, the gas mixture imperfect, no gasoline in the tank, water in the cylinder caused by a leak from the water jacket, or water in the gasoline.

It may be that when the launch has covered a good many miles the engine suddenly stops. The cause may be faulty ignition, because of a disconnected wire or a loose terminal, exhaustion of the gasoline, or derangement of the magneto, or poor carburettor adjustment.

But I have said enough to give you an idea of what the expert handler of a motor boat must understand. It may seem almost a hopeless task, but, as I stated at the beginning of this chapter, patience and application will enable you to overcome all difficulties and make the handling of the craft an unalloyed pleasure.

CHAPTER VI

Captain and Crew

When the elder Landon received a report from the principal of the military school on the Hudson to the effect that Alvin led all his classmates in their studies and had not once been brought under discipline, he was glad to fulfil the promise made months before, and bought him a handsome motor launch, the selection of which was left to the youth himself. The craft was shipped to Portland, Maine, there set afloat in the capacious bay and sped northeastward for forty miles or so, to the bungalow which the banker had erected a year before on Southport Island. The retreat was to be used by him and his family as a restful refuge from the feverish work which kept him in New York most of the year, with occasional flying trips to the great cities in the West or as far as the Pacific coast.

One condition the parent insisted upon: Alvin was not to run the launch alone until an expert pronounced him qualified to do so. Thus it was that when the boat headed up Casco Bay, Captain Abe Daboll, from the factory, was aboard and directed things. He had overseen the construction of the launch and knew all about it from stem to stern. He was there under engagement to deliver it to the bungalow, or rather as near as he could approach the building, and to remain and instruct Alvin in every point necessary for him to know.

Several facts joined to make the youth an apt pupil. He was naturally bright and was intensely interested in all that related to motor boats. While awaiting the completion of his launch, he read and studied many catalogues, circulars and books relating to such craft, and rode in a number. He asked questions and studied the working of the machinery and handling of the launch until his instructor looked at him in wonderment.

"I never saw your equal," he said admiringly; "by and by you will be answering my questions and telling me how to run things."

The smiling youth knew this was exaggeration, for something new seemed to be turning up continually, and there were turns where he thought he knew the way, only to find when put to the test that he was totally ignorant. But as I said, he learned fast and after a week's stay at the home of Mr. Landon, during every day of which – excepting Sunday – the two went on a cruise with Alvin at the helm, the man said that nothing more remained for him to show his pupil. This remark followed a stormy day when the launch went far south beyond Damariscove Island and was caught in a rough sea.

"It was the real test," said the expert to the banker. "I never raised my hand or made a suggestion when we were plunging through the big seas, for neither was necessary. You needn't be afraid to trust yourself with him anywhere and in any weather."

Now that I am through with my rather lengthy, but perhaps necessary introduction, let us proceed with the story I have set out to tell.

On the morning following the battle of Alvin with his assailants, and his pleasing meeting with Mike Murphy, the youth called at the home of the Irish lad, carrying in his hand a yachting cap in addition to the one he wore on his own head. Across the front were the gilt letters Deerfoot.

"I bought an extra one when I had my suit made," he explained, "and it looks to me as if it will fit you. A straw hat isn't handy to wear when sailing, even though you may loop the string around its band into your button hole. If the season was not so far along, I should order a yachting suit for you, Mike. You know a mate ought to be in uniform. But we shall have to wait till next summer."

The grinning lad gingerly took the white cap in hand, turned it about and then pulled it over his crown. He was in front of his own home, and his father as he smoked his pipe looked on, the mother being out of sight within the house. The headgear fitted perfectly.

"It's a pity to waste such fine wear on the hid of so ugly looking a spalpeen," remarked the father; "in trooth it ill becomes him."

"How can ye have the heart to blame me, dad, that I was born wid such a close resimblance to yersilf that if we was the same age mither couldn't till us apart?"

The parent was about to reply to this personal remark, but ignored his offspring and spoke to Alvin.

"Ye have a foine day for a sail, Captain."

"It is perfect."

"And Chister Haynes goes wid yes?"

"We are partners all the way through and he's expecting me."

"The sicond mate hasn't the honor of an acquaintance with the first mate, but it won't take us long to larn aich ither's ways," said Mike, bubbling over with high spirits and the promise of a day of rare enjoyment. "The mate hasn't the right to make suggistions to the captain, but if he had he would venture to obsarve that he is wasting vallyble time talking wid a gentleman who can't tell a gasoline launch from a lobster pot – "

"Be the same token he can till a lobster when he sees him," exclaimed the parent in pretended wrath, making a dive for his son, who eluded him by darting into the highway. Alvin waved a good-by to Pat and the youths hurried away, anxious to be out on the water.

While following the road toward the home of Chester Haynes, Mike took off his cap and admiringly surveyed it. He noted the patent leather visor, the gilt buttons to which the chin strap was attached, and then spelled out the name on the front.

"I 'spose that is what your boat is called, Captain?" he remarked inquiringly.

"Yes; you know it's the fashion for sailors on a man-of-war thus to show the name of the ship to which they belong."

"But why didn't the sign painter git the word roight?"

"What do you mean, Mike? Isn't that the correct way to spell 'Deerfoot'?"

"I 'spose the first part might go, as me uncle obsarved whin the front of his shanty fell down, but the rear is wrong."

"You mean 'foot.' What is wrong about it?"

"The same should be 'fut': that's the way we spell it in Ireland."

"We have a different method here," gravely remarked Alvin.

"And if I may ask, Captain, where did you git the name from?"

"Have you ever read about Deerfoot the Shawanoe? He was such a wonderful young Indian that I guess he never lived. But Chester and I became fond of him, and when Chester thought it would be a good idea to name the boat for him I was glad to do so."