Evening Star Newspaper, September 23, 1928, Page 63

- | Boectal A | GERMAN DECLARES &————-——-— .S “ARMNDED, Lubig Sees Bright Future for - Aviation in " -~ America. f BY DON BROWN. Dispatch to The Star and the North American Newspaper Alliance. KCopyright, 1928, by North American News- Daver Alliance.) _ “Americans are naturally ‘alr-minded,” @nd when regular air transportation is ©ffered to them under the proper con- gitions they are going to fly on busi- yess and pleasure trips in preference ® traveiing on the groun This is the belief of Hans Lubig, air- port dperations engineer, who has come to America from the famous Lufthansa Co. of Germany, which operates ex- tensive air lines in Europe. Mr. Lubig is operations manager for & new pas- senger * service headed by Clarence Chamberlin, hero of the Columbia flight from New York to Germany. Says We Lead World. “America already leads the world in | air mail service. The air mail pilots fiy, 35,000 miles daily in all sorts of | weather and over the most varied ter- " Mr. Lubig sald, and then gave views of conditions here and abroad. “Within the coming year sev- eral large air transportation companies will have passenger service lines in operation, using huge planes of extra safety, spe~d and comfort. Americans | already make up more than half of the | total number of patrons of most of the European airlines. In 1926 75 per cent of the passengers carried by the Luf- | thansa were Americans. “Geographical _conditions, especially | in the Middle West and western parts of the country, are highly favorable for passenger air service. “Cities and towns are located consid- erable distances from each other, in comparison_to those of the Eastern States or Europe. Landing fields are | conveniently close to the central por- | tions of the cities in most cases. | Time is money. A business trip, say, from Oklahoma City to St. Louis can be made in about four hours of | pleasant riding in a safe plane, high | above the dust, heat and discomfort | of ground travel, with much beautiful | scenery below. The alert American | business man is going to make the trip by aiw; rather than sit for several time that Jong on a train or in an auto. mobife” Drunken: Pilots Not Wanted. As’ prohibition is very much absent | in Germany, one may well wonder how | & big aviation company like the Luf- thanfa maintains its mervelous record for safe fiying by skillful, sober pilots. Prinking pilots are notoriously reckless. There is no rule aganist the German pilot drinking a glass of beer, or a few glasses for that matter—or even of schnapps. But when he to step into his plane he must always be ready to submit himself to & simple examina- tion by the airport physician. The doctor lifts the pilot's eyelid, looks into the vupil of the eye to see if it is properly focused so that the vision is clear, and the matter is settled! Lindbergh Near Danger. Charles Lindbergh, once known as “Slim,” was very near disaster in his flight from Washington to Mexico City—much nearer than he, at first, or any one else realized, according to the story told the writer by a young Mexi- can army aviator. “When word came to us that Lind- conquered by such people. Flying Much Safer Than Average Man Realizes, Head of Fund Declares. EVERY MOVE PRACTICAL “He Is Not One of Those Visionaries,” Col. Lindbergh Says of Copper Heir. BY GOVE HAMBIDGE. Promotion of Aeronautics, might have big business men, & copper king like his father and his uncles and his grand- father. But he was bitten by that insidious microbe that drives a man to do something for hu- a search for_happine: piest when he loses himself in some- thing bigger than his own individuality. ‘I can't lose myself in business,” he said, e kind of He threw pioneering human service.” | the world will be on wings. It is the day when the & ge man will fly that Harry Guggenheim visions and wo for. ¥ taken, is safe With our pre ssengers behind a t s, It ds v s realize. Mos ies you read about have no con- nection with commercial flying. They are the results of pioneering scientific | work, stunt flying. or military fiying— all of which are sometimes necessarily | risky. Statistics of millions of miles of passenger air service show that acci- dents under the right standards of oper- ation are practically unknown.” But Harry Guggenheim looks forward to the day when expert pilots will be no more generally necessary than expert chauf- feurs, The air will buzz with planes, and factories will wrn them out as they d> automobiles. “He is not one of those visionaries, though, who look so far ahead that they can't see the present,” Csl. Lind- bergh remarked to me. “Every move he makes is practical. He has a pe- culiar way of hitting the nail on the head. Take that financing of aeronau- tic courses and laboratories in four or ve American universities, one of the first things done by the Guggenheim Fund. There was mothing they could have done for aviation as apt and timely as that. Take the Safe Alrcraft competition—it ought to result in a ship comparable to the automobile for first-class restaurants and cafes were available and he need not miss a single meal. However, Haldeman, on his at- tempted New York to Los Angeles non- stop flight was not taking any chanc in the “great open spaces.” went down in the ocean once,” he said. “I know that lonesome feeling and I'm going to take along plenty to eat.” It appears he didn't get much consolation out of Miss Elder's carton of pickles. Girl Flyers Numerous. Flying can no longer be restricted to the young and daring men, althouga there are still plenty of worlds to be Girls are going in for piloting. Some of them are favorites with the hard-working in- structors, because they handle a plane with more " gentleness and are not so apt to “overcontrol” or jerk the con- bergh was overdue and probably 10st on | iro|ling pedals and stick about so rough- his way to Mexico City, and after we had waited several hours, Emidio Car- ranza and several others, including myself, flew out to look for him. “We found him circling over some mountains a few huridred miles from Mexico City, evidently looking for a landing in a rough valley. We caught his eye just in time. Carranza sailed out in front of him and the two others of us made a formation and started escorting him back. “The air currents in that valley are some of the worst in Mexico. If he had dropped down lower and started to land, as he later told us he was going to do, he would have faced a fair- 1y certain chance of & serious, probably fatal, crash.” Race Benefit to Aviation. Statements by the pilots in the cross- | country non-stop race that the affair | would do much good to aviation still hold good. This is in spite of the fact that of all nine entrants only Art Goebel reached Los Angeles, and he did 1t only after being forced down for more gasoline in Arizona. Although this n-ay not hold true from 8 publicity agent's standpoint, the fact remains that in every case so far re- ported .of a. plane being forced down 2 definite cause was located, ‘and de- signers. are aiready working on ideas which #ilt femove the defects and some of the" natural hazards which caused the men. ig. fall-short of the high goal they had set for themselves. Haldeman Must Have Food. George Haldeman, pilot of Ruth Eld- er's Atlantic flight, who carried two roast chickens and enough sandwiches and other refreshments for a Sundey school picnic, was probably surprised when he set his plane down out there ly, as are the half-trained man students. Neither has age so much to do with it any more. Take Charles B. “Pop” Dickenson, 71-year-old Chicago aviation enthusiast, who flew with E. E. Bal- lough, winner of the class B race from New York to Chicago. ‘When a dispute among certain pilots developed before the race and some of them threatened to withdraw because of alleged “ringer” entries, they finally patched the trouble up and started. “A little thing like that couldn’t keep us young fellers from flying,” Mr. Dicken- son remarked as he and Ballough took off from New York. Nearing the end of the flicht, and with victory In sight, the engine of their plane began to shake itself to pleces. “Pop,” not being busy with the controls, reached out and grabbed some of the pieces and they fell off, but the shower soon got too thick for him ana they glided down to & landing, miracu- lously on the field where the over- night stop was scheduled. A plane was flown over at once from Los Angeles, the engine was taken from it, installed in “Pop's” plane and the race continued to a victory. Young men who read the wild flying story magazines, where a dozen aerial impossibilities are narrated on every page, still occasionally furnish items to “help fill up the paper.” Some one swiped a three-passenger plane at a New York State airport yesterday and got as far as a nearby swamp with it, where the “pilot” crashed and escaped Mostly this type of would-be fiyer fails to get off the field. The awful, paralyz- ing realization that it takes skill instead of an inflamed imagination to handle a plane usually comes about 10 feet off at Albuquerque, N. M, to find that AMERICA’S AERI % ¥ Navy 0-L-8 Amphibian. " *This is the hard-working plane for the Navy in addition to fulfilling its purpose as a fleet spotting craft. The O-L-8 is the pathfinder and pacemaker for a policy in the Navy that calls for its entire aviation force some day to be amphibian. Designed and built by Grover Toening of New York City, ploneer airman and aireraft manufacturer, the mmphiblan is used extensively in | the Army, Navy and Marine Corps, *from the Arctic to the Tropics.” Briefly its assignment in the Navy is fleet spotting, target-towing and general utility work. As a fleet spotter it competes with the 0-2-U (Vought Corsair), but is limited in its operations at the present time hecause of the lack of general cata- pulting facilities aboard all large ships, for its large hull As a targlt-towing plane it renders valuable service hauling “sleeves” through the air while anti-aircraft batteries abioard ships blaze away at practice and also while pursuit planes in’ the ‘air engage in ma- chine-gup drills, Then it serves as the ground, if not sooner. - el BERRTIAN a mail plane between the ships off shore and the land, and as a “ferry” for personnel. Landing fields do not bother this type when operating out at sea. If a mission must be carried out to the coast, the “amphib,” as it is popularly called, takes off at sea and Jands either on a sandy beach with its wheels or in the water and taxies up to the shore line. If a regular landing field is nearby, it drops down in_that. When in flight and when landing or taking off from the water, the wheels rest in a socket in the hull, as shown in the picture above. They are retracted by means of a lever in the cockpit, and when a ground landing is contemplated they are let down just before the final glide is made. ~ When landing in the water they can be let down and the plane can taxi out of the water up on the beach, or it can taxi from the beach into the water, the wheels can be folded up and away it goes as a seaplane. The O-L-8 has a crew capacity of from two to four persons, and is de- signed to carry radio. The Navy craft is powered with the Pratt & Whitney “Wasp” 400-horsepower air- cooled radial engine. The clearance himself into advancing the day when THE SUNDAY STAR, WASHINGTON, D. (., SEPTEMBER o9 =0, 1928—PART 4. ” Harry F. Guggenheim, president of | the Daniel Guggenheim Fund for the | been another big business man among | man advancement. Life, he thought, is | a man is hap- | u ing the air safer and safer for th HARRY F. GUGGENHEIM FORSAKES BIG BUSINESS TO LOSE SELF IN ADVA GGENUEIM . bel Jacobs), the godfather of medern areer to heip solve aviation's problems. omotion of Aeronautics, he is mak- | e and safe oper Or this new, of all th: devices that will aid in| fog flying, one of the greatest diffi-| culties flyers have to face—that also is coming at just the right time.” Here is the career of this son of cop- per kings who became a godfather of winged progress. He chucked educa- tion after he had_spent one term at the Sheffield Scienflfic School at Yale— a youngster of 17 impatient to get into real work. He went down to Aguascalientes, Mexico, for the Ameri- can Smelting & Refining Co., one of the companies controlled by Guggen- heim Brothers. Down in Mexico Harry rode muleback to scattered mine: and collected buckets of ore samples them, and sweated under the hot sun and liked it, and learned about men, mules and copper. That inquiring mind of his began to feel its oats, and he decided it was a great mistake to' quit school; he wanted more education, lots of it, the best he could get. He made a bee line for Cumbridge University, England. There, having an excellent and catho- lic mind, he worked for a degree in economics and chemistry, and played around with political philosophy and international law for the sheer fun of it; and having a good body, he won his blue at tennis and captained the Pembroke College team. Then, ith his A. B. stowed in his trunk, he came back to America. He returned to Cam- bridge to get his M. A. five years later. There was a big job on hand, they told him after he got that A. B. The Chile Copper Co., a fresh Guggenheim project, had & whale of a promising property down in Chuquicamata, Chile. The new-fledged A. B. from Cambridge, 23 years old, was sent there to help develop it. He found himself in a desert, waterless, bleak, uninhabited. He took his coat off, forgot Cambridge and the classics, and set to work. Two years later he was put in charge of the operation of the Chile Copper Co. They piped water in from 40 miles away, transmitted power from the seacoast 80 miles off, bought and installed all the latest mfning machinery, set a min- ing town of 10,000 people roaring in that desert—and before long were pro- ducing more low-grade copper at a lower cost than any other mine in the world. March, 1917. Harry Guggenheim, by nature a jump or so ahead, saw that airplanes would be tremendously impor- tant in this war that America was des- tined to get into a month later. He was on a 10-day holiday in Florida. He bought a Curtiss flying boat and Jhad his first flying instruction, came up to Long Island, formed with others & unit of young men who were dare- devils enough to take to the air in those early days. At the end of his private training he applied for a com- mission in the Navy. He was sent to the naval air station at Day Shore to take his aviation tests, and was com- missioned lieutenant (junior grade) in his imagination fired up. He prepared a letter for the com- mittee of money raisers on which he was serving, a letter to be sent to vari- ous wealthy men, including his uncles, asking aid for the establishment of the aeronautics school. He didn't know it, but this letter was to be worth more than three million dollars. He took the letter in to his father, Daniel Guggenheim, to get some ideas for pepping it up. His father read it over carefully, read it again. “It seems to me, Harry,” he said, “that this is something I'd like to do myself. Let me think it over for 24 holurs.” At the end of that time the copper king, who has a reputation for un- usualy cléar vision and business cour- age, had decided to endow the Daniel Guggenheim School of Aeronautics at New York Univel V. In January, 1926, he laid down two- and-a-half millions to endow the Daniel Guggenheim Fund for the Promotion of Aeronautics. Harry was made Presi- dent. In a nutshell, the purpose of the fund is to help solve the remaining fundamental problems of aviation and to help convince the public that travel by air is safe, there being no question about its advantages. When these two things are accomplished civil aviation will leap forward. The explosion of public interest in flying touched off by Lindbergh has helped enormously in both these tasks. Previously airplane manufacturers and designers had to devote most of their attention to mili- tary planes, in which safety of neces- sity is by no means the prime factor. Now there is enough commercial and other civil flying to permit these com- panies to concentrate profitably on the possibilities: the Aviation Corps of the Naval Re- serve Force. When he was relieved of active duty at the end of the war he had the rank of lieutenant commander in the Naval Reserve Corps, the United States naval aviator's wings and the brevetto su- periore of Italy. : Copper again. Also, tin and nitrate. It was at this time that the firm of Guggenheim Brothers actively started the development of nitrate properties in Chile and tin mines in Bolivia; and Harry Guggenheim took a leading part in the organization and operation of these enterprises in their development stages. Harry Guggenheim one day ran into Chancellor Brown of New York Uni- versity, and the latter enlisted his aid in raising funds for & course of aero- nautics there. Here was a service right in line with his experience and some FIGHTERS—NO. 8. of his most intense interests. He saw OWNERS between the propeller hub and the top deck of the amphibfan hull is so short that a normal size two-blade propeller cannot be used. Hence, & three-bladed metal “prop” consti- tutes the equipment, and there is a space of about one inch between the blade tip and the hull. Al water-cooled “V’-type engines are mounted upside down in the am- phibian, because of this short pro- peller radius. However, this is not a disadvantage as the inverted en- gine gives much better forward visi- pility than if it were installed in the normal position. The O-L-8 has a gross weight of 4720 pounds and & total carrying capgelty of about one and one-half tons, It has a maximum speed of about 120 miles per hour; the wing span Is 45 feet, the length over all is 34 feet 9 inches and the height is 12 feet 9 inches. ‘The amphibian has served in the Arctic, is standard equipment for the Army (with Liberty inverted engine) in Hawaii, the Philippines and Pan- ama; is on duty with the east coast air forces of the Marines in Nica- ragua; serves with the fleet and on shore stations of the Navy, and ac- complished the 22,000-mile Army Pan-American good will flight, If you want to know the reasons for the sensational success of this new Oldsmobile, NCING WORLD ON WINGS making safer planes. Yesterday, mak- ing airplanes was a pretty precarious business in America: today, as Lind- bergh told me, there is not a plant that is not booked well ahead with orders. ‘What the Guggenheim Fund has done as been to help existing agencies to olve aviation problems by furnishing money and advice. It has made grants totaling $1,098,000 for laboratories, equipment and experimental studies to the California Institute of Technology, the Massachusetts Institute of Tech- nology, Leland Stanford University, the University of Michigan and the Univer- sity of Washington. It has financed | other educational work, including lec- | tures on aeronautics in America and the publication of valuable technical The fund has organized a com- mittee of 80 members to work on the problem of introducing aeronautical education in the primary and secondary schools. It granted an equipment loan to the Western Air Express for the purchase of three multi-engined planes to be operated on a model passenger airway between Los Angeles and San Francisco, a route of 365 miles. It is co-operating with the Weather Bureau !and the Departments of Commerce, of weather conditions and weather fore- casting as they affect aviation: and it contributed to the Greenland expedition | of the University of Michigan, which | is studying the windstorms circulating | about the ice cap, believed by some | scientists to be responsible for the islnl’ms that eventually break out over | the Atlantic. It has just announced that it is about | to make a thoroughgoing study of every= | thing that might aid flying and land- ing in fog—fog-penectrating lights, alti- | meters that tell height by sound waves |and electric current, radio direction ‘Lmdm'a. turn indicators, artificial dissi- | vation of fog, and so on. ‘This work will be full flight experimentation, and will be done along an established air- way. In order to dramatize the safety of ying, the fund arranged and financed the air tour of Byrd's North Pole plane, plloted by Floyd Bennett, covering 35 cities, after Byrd and Bennett had come back from the Pole. It also arranged and financed Lindbergh's famous tour of (he 48 States. During that tour Lindbergh flew 22,000 miles without any accident, and made stops in 82 cities, arriving in each at precisely 2 o'clock— with the single exception of Portland, Me., where he was delayed by fog. “Those must have been nervous days for you,” I suggested. “Were they!" Guggenheim _said. ‘With people writing in that I was sending Lindbergh on a suicide trip, and some of.the sages suggesting that his | health was giving out! As a matter of fact, the tour was organized with every precaution for safety.’ bably the biggest single work of the fund will be the safe aircraft com- petition. ‘This competition, under the chairmanship of Orville Wright, offers a first prize of $100,000 and five prizes of $10,000 each “to be awarded to those manufacturers who submit an aircraft embodying the greatest advance in safe ‘fl,\'lm{‘ without ficing the good qualities of the machine of the present day.” Five British and four American manufacturers and designers have al- ready put in their entries for this com- petition. What the competition aims to do is to bring together all the latest develop- ments in safety—for example, the Handley-Page slotted wing to prevent stalling. and that strange autogiro de- veloped by Senor de la Cierva of Spain —a plane equipped with horizontal, wind-driven revolving arms which en- able it to take off and land almost vertically. The rules of the competition require that the competing planes must be able to fly at 35 miles an hour and to glide at 38 miles an hour, lower speeds than today are possible for commercial planes | War and the Navy in making studies | | aperate FLORIDA FOSTERS AIRWAY EXPANSION Number of Landing Fields in State Rapidly In- creases. SARASOTA, Fla. (#).—Florida is rap- 1dly becoming known as an “air-mind- ed” State, in the opinion of the Na- tion's leading aviation experts. Prac- tically every town of any size and many smaller ones now have municipal land- ing_fields. The latest manifestation of interest in things aeronautical is the formation of a State-wide organization headed by Frank Redd, an attorney, to develop aviation, to secure legislation to safe- guard flying in the State and “to ac- complish for airplanes what good road assoclations have done for the auto- mobile.” “The proper organization of airways," Mr. Redd declares, “is as important to- day as the movement for good roads was 20 years ago. The airplane is here. Its value as a means of transportation has been established. Lines stretch from coast to coast, tieing up the larger cities into a huge network “In the East alr transport lines link New York, Boston, Chicago. Richmond, Va.; Atlanta and New Orleans. In this State we ha a line linking Key West with Havana, Cuba. It has been given a charter to extend its service to Porto Rico and the Canal Zone. A mail route between Atlanta and Miami will be in operation soon and within a short time probably passenger and mail lines will from the East through Florida to Cuba, the West In- dies and to South America.” Albany Field to Be Dedicated. Army aircraft will participate in the dedication of the Albany, N. Y., munici- pal alrport October 3 to 6, the War De- partment having_approved the request of Mayor John B. Thacher of Albanv and ordered the commanding general of the 2d Corps Area, at Governors Island, New York City, to send to Albany such airplanes under his control as can he spared. without stalling. They must be able to land and to take off in a field 100 feet long, over an obstacle 30 feet high, which means climbing and landing at steeper grades than are possible today. They must be able to right themselves at any speed in gusty air with the con- trols left free. They must be absolutely controllable if the engine fails in any flying attitude. “Any plane that meets the acid test of these requirements will be a pretty safe ship,” says Harry Guggenheim. “It will go a long way toward making flying not only a young man’s game but every- body’s game, like automobiling. From de- velopments now taking place there is every justification for believing that planes “will be produced in the near future ments of the competition,” By such means as these the younger Guggenheim and the older Guggenheim, his father, hope to help the world get the air mind and the air habit. There is probably no one in America better fitted to do this work. Harry Guggen- heim Is & theorist as well as an experi- enced flyer. and Midwest | that will satisfy the require- | AVIATORS DROP MAIL. Isolated Forest Rangers Get News- papers Regularly. Two forest rangers at a station 10.- 000 feet above sea level and with no communication with the outside world but a pack trail are getting their morn- ing paper as regularly as a city sub- scriber because pilots on the Los An- geles-Seattle mail route make it a point to drop papers and magazines as they pass overhead at an altitude of 13,000 feet above sea level. The ranger station is known as the China Mountain Lookout and is in the Siskiyou Mountains, one of the most rugged and isolated sections of the PLANES TO GATHER AT LEGION MEETING Greatest Concentration of Aircraft Planned at San Antonio Convention. Plans for the greatest concentration of aircraft in the history of the country are being made in connection with the | coming convention of the American | Legion in San Antonio, Tex., October § | to 12. Every pilot in the Nation is to | be invited to attend and acccptances | have been received from some of the country’s most famous flyers. Personal letters will be sent to eve pilot listed by the Department of Com- merce, in addition to invitations extend- ed at the national air races now in progress in Los Angeles. The War De- partment will be represented by some of the best Army pilots. The depart- | ment has been requested to order every war-time pilot still in the service to San Antonio for a great reunion of war pilots. The allied governments are being in- vited to send a squadron each, made up so far as possible of World War flvers Service squadrons also are being invited from Mexico, Cuba and Canada. On “air day” of the convention week the Legion committee will seek a new record for air-mail shipments from one city in a single day. Col. Charles A. Lindbergh, who has accepted an invita- tion to attend, will be among the fa- mous pilots who will be asked to fly the mail on that day. The visit of Col. Lindbergh to San Antonio will be his AVATON HFETY PARLEY IS PLANNE Guggenheim Fund and Na- tional Council to Hold Con- forence October 4 and 5. The first national conference on_the problem of safety in aeronautics will be held in New York City October 4 and 5 under the joint auspices of the Daniel Guggenheim Fund for the Promotion of Aeronautics and the National Safet Council. The Guggenheim organization ha been concerned with the promotion o safety measures in connection with com- mercial aviation since its creation anc bas prepared the conference prorar in th> belief that the discussions wi constitute a material aid to the estab lishment of a reliable and safe systen of transportation by air. Public ac ceptance of the airplane, and therefor its_development as a commercial ca rier, depends ve largely upon th question of safety, it was pointed out The conference will be a part of seventeenth annual safety congress addition to the problem of aeronautic: legislation, the program will include nc only the question of aircraft design ar construction, adequate equipment, land ing fields and ajrways. but also a con sideration of the aids to navigatic while in flight, such as weather report ng seivices, position finding by rad: and safety devices of all kinds. The aeronautical conference prograr will be divided into sections devoted t structures and materials in relation ! aviation safety, airports and airwaj aids to navigation, medical aspects, ai craft, including aerodynamics power plants: safety of airship oper tion, operation of aircraft in air trar port, weather service, the public a flying, fire prevention, flying ground personnel, passenger safety a legislation. Undsr these various headings pap will be presented by some of the fo most aviation leaders in the count: followed by general discussions. 1 meetings will be open to all persons it terested in the promotion of aviation. first since he trained at Brooks Field in 1924 and 192 | Two big air shows are to be held at | Winburn Field, displaying at least one | ship of every type used in commercial or civilian fiying in this country. Army | types will be exhibited at Kelly Field. | Cities all over Texas are being marked | to guide the aviators. Emergency fields | are being provided and adequate serv- | | icing of planes will be provided at these | |and the regular fields. Six hundred |Army and civilian airplane mechanics | are to be on hand. Blue prints of the | regular and special fields will be mailed | to every pilot. Baltimore Plans Air Beacon. Airmail planes on the New York-At-| lanta route will be guided into Balti- more after December 1 by a huge 24- inch revolving beacon of 3,000,000 can- dlepower, which is to be erected on | top of the new 22-story Lord Baltimore | Hotel, under direction of the Depart- ment of Commerce airways section,’ The beacon will shine from sunset to | sunrise, at an elevation of two degrees above the horizon, and will be timed to | make six revolutions per minute. i AVIATION! f New Aeronautical Drafting Course now ready for enrollment A practical, sure and quick way to get into Aviation. Call at school or write for outline of course and further information. Complete Courses in all Branches of ENGINEERING AND AERONAUTICAL DRAFTING || tndividual Instruction. Enroll Any Time Columbia School of Drafting 13th & E Streets N.W. (Nineteenth Year) Franklin 5626—Adams 2005 UDGE IT by it find out what owners say. 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