Next morning I felt pretty rusty and low-spirited. We went booming
along, taking a good many chances, for we were anxious to 'get out of
the river' (as getting out to Cairo was called) before night should
overtake us. But Mr. Bixby's partner, the other pilot, presently
grounded the boat, and we lost so much time in getting her off that it
was plain that darkness would overtake us a good long way above the
mouth. This was a great misfortune, especially to certain of our
visiting pilots, whose boats would have to wait for their return, no
matter how long that might be. It sobered the pilot-house talk a good
deal. Coming up-stream, pilots did not mind low water or any kind of
darkness; nothing stopped them but fog. But down-stream work was
different; a boat was too nearly helpless, with a stiff current pushing
behind her; so it was not customary to run down-stream at night in low
water.

There seemed to be one small hope, however: if we could get through the
intricate and dangerous Hat Island crossing before night, we could
venture the rest, for we would have plainer sailing and better water.
But it would be insanity to attempt Hat Island at night. So there was a
deal of looking at watches all the rest of the day, and a constant
ciphering upon the speed we were making; Hat Island was the eternal
subject; sometimes hope was high and sometimes we were delayed in a bad
crossing, and down it went again. For hours all hands lay under the
burden of this suppressed excitement; it was even communicated to me,
and I got to feeling so solicitous about Hat Island, and under such an
awful pressure of responsibility, that I wished I might have five
minutes on shore to draw a good, full, relieving breath, and start over
again. We were standing no regular watches. Each of our pilots ran such
portions of the river as he had run when coming up-stream, because of