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the merchant Snow and Brig, both two-masted vessels. In the former the mainmast carried both a square course and a fore and aft spanker which was usually loose footed. Its luff was secured to a small mast, or horse, set close abaft the lower main-mast. The merchant Brig did not carry the maincourse, the maintopsail sheeting to a lower yard of smaller dimensions, not unlike the cross-jack yard. The mainsail was usually designated to be the fore and aft spanker which was larger than that of the snow and furnished with a boom, extending its parts well aft and making it an effective driver for a vessel on the wind
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    Drinkwater nodded, well satisfied with the clarity of Mr Quilhampton’s drift, but the boy was in full flood now and did not baulk at attempting to untangle that other piece of etymological and naval confusion.
    The naval brig is divided into two classes, the gun-vessel, usually of shallow draft and commanded by a Lieutenant, and the brig-sloop, under a Commander. The term ‘sloop’ in this context (as with the ship-sloop or corvette) indicates its status as the command of Captain or Commander, the ship-sloop of twenty guns being the smallest vessel commanded by aPost-Captain. The Captain of a brig-sloop, (sometimes known, more particularly in foreign navies, as a brig-corvette) is always addressed as ‘Captain’ by courtesy but is in reality called Master and Commander since at one time no master was carried to attend to the vessel’s navigation. The term ‘sloop’ used in these contexts, should not be confused with the one-masted vessel that has the superficial
[there were several attempts to spell this word]
appearance of a cutter. These type of sloops are rarely used now in naval service, having been replaced by the faster cutter. They differ from the cutter in having less sail area, a standing bowsprit and a beakhead
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    Drinkwater lowered this formidable document in admiration. Young Mr Q had hit upon some interesting points, particularly that of Masters and Commanders. He knew that many young and ambitious lieutenants had objected to submitting themselves for the navigational examination at the Trinity House to give them the full claim to the title, and that the many promotions on foreign stations that answered the exigencies of war had made the system impracticable. The regulation of having a midshipman pass for master’s mate before he could be sent away in a prize was also one observed more in the breach than otherwise. As a result the Admiralty had seen fit to appoint masters or acting masters to most brigs to avoid losses by faulty navigation. In Mr Lestock’s case Drinkwater was apt to think the appointment more of a burden to the ship than a safeguard.
    Quilhampton’s essay echoed the gunroom debate as to the armament of brigs, repeating the carronade versus long gun argument and concluding in didactic vein, . . . 
whatever the main armament of the deck, the eighteen-gun brig-of-war is, under the regulation of 1795, the smallest class of vessel to carry a boat carronade
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    Drinkwater was folding the papers away when a cry sent him hurrying on deck.
    â€˜Deck there! Sail on the weather bow!’
    He drew back from the ladder to allow Griffiths, limping painfully but in obvious haste, to precede him up the ladder. As the two men emerged on deck the pipes were shrieking at the hatchways. Lestock jumped down from the weather rail and offered his glass to Griffiths. ‘French cruiser, by my judgement.’
    Griffiths swore while Drinkwater reached in his pocket for his own glass. It was a frigate beyond doubt and a fast one judging by the speed with which her image grew. She was certainly French built and here, south of Ascension Island in the path of homecomingIndiamen, probably still in French hands.
    â€˜All hands have been called, sir,’ said Lestock primly.
    â€˜Then put the ship before the wind and set