Evening Star Newspaper, February 3, 1929, Page 62

8 e e . R IO 5. 0. PR S IR f SPEED LIMIT OF AIRPLANES e Lt MUFFEH |S URGED reasons the Acronautic Review can ad- AVIA BY JOSEPH ONTINUED failure of the Senate committee on mili- tary affairs to report to * the Senate the Furlow bill, o~ providing a separate promotion . Aist for officers of the Army Air Corps, not only is imperiling the chances of the measure for pas- m.sage but is striking a serious blow .at the morale of the Air Corps £** personnel. .« . Justice to the officers of the «= Army Air Corps, they feel, de- “s~mands an immediate improve- ment of the conditions surround- .ing the method of their promo- tion. The Furlow bill, which has +..been passed by the House twice, . the last time by a unanimous vote, is the only measure now ~.pending which will meet the situ- “Tation to the satisfaction of the| Air Corps people. This bill should be passed, and it is the urgent duty of the Senate committee to take immediate and final action on the bill. { The present session of Congress | is too far advanced to permit a| tying up of the Furlow bill with any controversial Army legisla- “tion, which seems to be the desire of certain Senators. And if the Furlow bill is not reported by the committee and passed by the Senate before March 4 the Air Corps is likely to suffer severely before the next Congress can remedy the evil. Finest Officers Resigning. The promotion situation, from the Air Corps viewpoint, is almost hopeless. The finest officers in the service, among them some of the Nation’s foremost aviators, are resigning because they can have no hope for advancement. A few illustrations will show the way the present system is operat- ing. d Lieut. James Doolittle, one of the world’s really great aviators, whose ability has been proved time and again beyond question and whose judgment is prized by the entire aviation world, is a first lieutenant in the Army Air Corps. He has been a lieutenant for near- ly 12 years. He has 100 files to go before he can hope for promotion to a captaincy. In the normal course of events it will be at least two years before he will receive this promotion. The Army plan of promotion provides that an- able officer in any branch of the service shall attain at least a ma- jority by the time he has been in the Army 14 years. When he reaches this point in his period cf service Lieut. Doolittle will be a captain and not only that, he will be the last captain in the promo- tion list of the Army. Lieut. Lester Maitland, who piloted the first plane to fly from the American mainland to the Hawaiian Islands and who is among the score or so American aviators who have international reputations as great flyers, also is a first lieutenant. He cannot ex- pect a promotion before 1933. Lack of ability? Not a bit of it! The Air Corps’ promotion system is at fault. Lieut. Albert Hegenberger, Lieut. Maitland’s navigator on the Hawaiian hop, will become a major when he is 53 years old, if commercial aviation does not TION S. EDGERTON. jhave made him well known to Washingtonians. Commercial aeronautics is rewarding the abil- |ity of most of these men as the Army never could—in the absence of the Furlow bill. These are by no means all the great pilots who have left the Army because of the inadequate Air Corps’ promotion system. Lieut. Donald Duke, chief of the airways section of the Air Corps, |is on two months’ leave. He is |flying a commercial line in the tropics and will resign from the Army when his leave expires. Lieut. Leigh Wade, Lieut. Leslie P. Arnold and Lieut. Harry H. Og- den, three of the round-the-world pilots, saw the light prior to 1928 and now are gracing the realm of commercial aviation. Other Air Corps luminaries accompanied them, the list of resignations in- cluding Lieut. Harold R. Harris. chief test pilot of the Army Air Corps materiel section, Wright Field, and first Army aviator to save his life by an emergency parachute jump; Lieut. John A. Macready, one-time holder of the world's altitude record and one of the two men who made the first non-stop flight across the United States; Lieut. Corliss C. Moseley, winner of the first Pulitzer trophy race; Lieut. John P. Van Zandt, former professor of physics at Stenford University; Capt. H. Wier Cook, one of the country’s leading war aces, who shot down three planes and four balloons; Capt. Arthur R. Brooks, who brought down six planes, and Lieut. Edward M. Haight. who has five victories to his credit. All these men were Regular Army flyers. They adopted the Air Corps as a life career. That they were forced out in order to make a living for themselves was a matter of sincere regret to most of them. Reserve Situation as Bad. The situation in the Air Corps Reserves is just as bad and for the same reason. The ranks of the first Reserve group, which in- cludes the pilots available for im- mediate service in time of emer- gency, are being depleted by resig- nations. T These resignations will continue until the Furlow bill, or something like it, becomes law. There is plenty of room in commercial aeronautics for ‘really good men, and if Congress does not want to see the remaining Air Corps vet- erans pass out of the service it is considered essential that the Fur- low bill be brought out of the com- mittee pigeon-hole and sent to the President for the signature which lwill complete its enactment into aw. The cause of dissatisfaction in the Air Corps is the “single” pro- motion list adopted for the entire Army. The Air Corps, being the Army’s newest corps, naturally is THE SUNDAY STAR, WASHINGTON. D. C, FEBRUARY 3. 1920—PART 4. LIMIT ON BUILDINGS NEAR AIRPORTS DUE Experience of Deutsche Luft- hansa Indicates Zoning Necessary. Strict zoning regulations to limit the height of buildings and other obstacles in the vicinity of airports may eventu- ally become necessary in all parts of the world, it is indicated by the experiences |of the Deutsche Lufthansa, the largest European air transport company. The Lufthansa officials have made urgent recommendations for the restric- tion of building heights near airports, : |according_to information received here from A. Douglas Cook, assistant trade commissioner at Berlin. It is pointed out by the German com- pany’s experts that the size of airports should depend primarily upon the per- formance of planes using the airport. “It is essential as well as customary for planes to take off after taxiing 250 meters (approximately 850 feet) at most on the runways, and they should then climb at the rate of 1 to 20 to a height lof at least 20 meters (787 feet),” it is stated in the Cook report. “The German airport regulations at present, however, require a field of 600 meters (1,968 feet) in any direction, bordered by a clear space, permitting landings at an angle of 1 to 15. Inso- far as the size of the field is concerned, these regulations have proved very sat- isfactory, but, according to the Deutsche Lufthansa, the landing angle of 1 to 15 is a bit too steep for quite & number of planes which have high gliding qualities. “This company contends that the most practical height restriction is one that would limit structures to permit a plane to rise at an angle of 1 to 20 from the border of the field to a height of 25 meters (nearly 1,000 feet), and to continue this restriction to all struc- tures within a radius of 2 kilometers 1‘11'171‘“ feet) from each border of the eld. “They further suggest that all fairly tall structures in this zone be conspicu- ously marked by red and white paint by day and by red lights during dark- 10 HOURS OF NIGHT FLYING REQUIRED Orders Issued to Naval Pilots at Pensacola—Student Aviators Are Excepted. An order requiring all Navy pilots except student aviators at Pensacola Naval Air Station to put in 10 hours of night flying, including at least 20 safe landings, prior to July 1, has been issued by the Navy Department. *The order will affect approximately 1,000 pilots, including aviators with the fleet and at shore stations and in the Bureau of Aeronautics here. By July 1 every Navy pilot is expected to be ex- perienced in all phases. of day and night operations. The Bureau of Aeronautics’ flying personnel will put in night flying time at the Anacostia Naval Air Sta- tion. This station has been equipped for night operations, and a certain amount of night flying has been con= ducted there as a regular portion of far down on the list. As a result, when a major in the Air Corps— and there are only too few of them —leaves the service a captain in one of the senior services—the In- fantry or Artillery or what not— goes up to fill the vacancy they claim. In the Air Corps a captain or first lieutenant takes over the duties, but not the pay, of the major. Because of the hazards of flying duty, 40 per cent of the snatch him out of the Army be- fore that time and if he lives to enjoy the belated fruits of his labors. These are examples picked at random. The same situation faces every Air Corps officer. Is it any wonder that they are leaving a service in which they can expect no reward for duty well done? Every officer but one who partici- pated in the famous Army “round- the-world” flight, which was one of the greatest aviation achieve- ments in history, has left the Army. Capt. Lowell Smith, commander of the flight, is on duty in Hawaii. He has announced that he will resign immediately to go into the commercial aviation field. Among Those Resigning. The list of noted pilots who have won fame in the Army Air Corps and who have been forced into private life by the unwhole- some promotion situation is long. During the past year the corps has lost Maj. Thomas G.Lanphier, commander of the famous first pursuit group; Capt. Robert G. Ervin, aide to former Assistant Secretary of War Hanford Mac- Nider; Lieut. Erik H. Nelson, round - the - world flyer; Lieut. James H. Collins, the now widely known civilian test pilot who ab- ruptly joined the Caterpillar Club when the wings came off a plane he was testing for the Navy here recently; Lieut. Lawrence C. El- liot, Capt. Burdette S. Wright, who was one of the country’s war- time flyers and who organized the airways section of the Air Corps; Capt. E. E. Aldrin, who was per- haps the Air Corps’ greatest aero- logical engineer; Lieut. Howard M. Fey, Lieut. Harold C. King, Lieut. Charles C. Coppin, Lieut. Wallace S. Dawson and Lieut. Floyd A. Lundell, whose exploits while stationed at Bolling Field vacancies of the entire Army occur in the Air Corps. There are scores of Air Corps captains and lieutenants who are performing the duties and charged with the responsibilities of col- onels, lieutenant colonels or majors. The regulations the station routine. -The increased amount of night flying necessary to put all Navy aviators in Washington through the required course is expected to begin within a few days. ‘The pilots with the fleet will be re- quired to take off from ship catapults or from the decks of the two new air- plane carriers and either to land in the sea beside warships or on the decks of the carriers. Both land and sea planes will be used at the shore stations. STANDARD PLANE TESTS URGED TO END DISPUTES Aeronautical Chamber of Com- merce Evolves Plan to Estab- Army provide that Air Corps squadrons shall be commanded by majors. There are nearly 50 of these squad- rons in the various branches of the Air Service. Are they com- Only three of them have majors in command, and these majors happen to be in command only because they are in command of the fields at which the squadrons are stationed and so can be com- pelled to assume both duties—at no increase in pay. The rest of these squadrons are commanded by captains and even first lieu- tenants. War Department. You will see over the doors of the various bu- reaus and sections of the Infantry, Artillery, Cavalry, Engineers and other time-honored branches of the Army the names of colonels, lieutenant colonels and majors in charge. Then go through the Air Corps wing of the building. Over the doors of officers charged with the same duties you will see their names. titles “captain” and “lieutenant.” There are a few scattered majors; taken from the under-officered squadrons in the field. Air Corps officers, naturally, feel these things keenly.s They can crash and die in the line of duty— S0 as to create vacancies for the promotion of Infantry, Artillery and Engineer officers—but they cannot give adequate voice to their resentment except by resigning. And so they resign, and will con- tinue to resign, until they are given what they consider simple {;losxtllsce in the matter of promo- ARMY-TRAINED FLYERS PLAN AIR SERVICE CHAIN George 0. Noville, Byrd's Aide on Polar Flight, Is Chairman of Company's Board. By the Associated Press. LOS ANGELES.—A national chain of super-service air stations, to be operated and manned by Reserve officers of the Army Air Service or former Air Service officers or Army school graduates, is in process of development by the Aero- motive Engineering Co. of America. Organized by Carl D. Oppenheimer of Los Angeles, a lieutenant in the famous Air Service flying pursuit unit, the Black Falcons, the company has for its chairman of the board George O. Noville, former lieutenant commander of the Naval Air Service, polar and transatlantic flying companion of Rich- ard E. Byrd. Its general manager is ‘William L. Shaffer, Reservist and mem- ber of the Black Falcons pursuit group. The first links in the national chain | WILBUR ASKS CONGRESS FOR AIRSHIP BASE FUND $5,000,000 Appropriation Is Urged to Provide Home for Two Giant Dirigibles. Congress was called upon by Secretary of the Navy Wilbur this week to create @ $5,000,000 naval airship base on the Pacific Coast to house the two giant 6,500,000 cubic-foot dirigibles, for con- struction of which contracts have been awarded. Secretary Wilbur suggested an initial appropriation of $2,000,000 to Ish\rl the work. Appointent of a board of naval of- ficers to examine and report to Con- gress upon locations and to prepare recommendations and estimates in de- tail should be authorized, he said. manded by majors? They are not. | § Walk through the_ halls of the | Pe They are prefixed by the | kins lish Performance Record. The Aeronautical Chamber of Com- merce has evolved a plan, which it is now striving to have universally adopted in the industry, for standard- performance tests of all commer- cial airplanes so that there need be no further disputes over the high speed, climb, load carrying ability or speed of hndlnr of any type airplane manufac- tured in the United States. As contemplated, the official tests of any plane would be conducted under supervision of qualified universities and technical schools and the results placed on file with the aeronautical chamber as & permanent record. Necessary instruments for measuring rformances would be supplied by the institutions making the tests, but it 1s belie the cost of such tests will not be excessive to the manufacturer eager to prove the worth of hig product. . OIL FLOWS AT 40 BELOW. Company Develops Lubricant to Stand Polar Climate. ‘While Capt. Sir George Hubert Wil- and Ben Eielson were discovering & fine set of islands in Antartica and naming them after their backers, friends and even the oil company which furnished them with motor lubricant, the Pioneer Instrument Co. of Brooklyn got busy and developed an oil which would function properly in navigation equipment at temperatures as low as 40 degrees below zero. So they radioed Sir George and got permission to call it “Wilkins oil,” their research having been prompted by his complaint that it was necessary to let his instruments run “dry” in Arctic lest congealing oil render them useless. New Air Navigation Map. ‘The Coast and Geodetic Survey is preparing to publish a new type of air navigation map. These charts are to embrace four degrees of latitude and will be nearly square, a decided de- parture from the old strip method. The new charts will be easier to prepare and will cover much additional territory so that one map can be used when it would now be necessary to use three or four strip maps. Nothing Else Like It Quality—and Nothing Else but Quality. Search the World Over, Spend what You Will There Is No Gear Lubricant Like Ebonite. Demand Ebonite-T Contracts for the two dirigibles were let on October 6. The first of the ships is | to be completed in April, 1931, and the other in July, 1932. Cleveland Airport Enlarged. | The Cleveland, Ohio, airport has been improved considerably by the addition of super-service air stations will be on the Pacific Coast, proposzls having been made at Los Angeles, San Diego and ©Oakland for installations in the muni- cipal airports, of 360 acres of ground. The total acreage of the airport is now approxi- mately 1,000. Five new hangars are to be erected soon, three of which are under construction, 2 for Transmissions, and Ebonite-R for Rear Axles. EBONITE (Combination of Pure Oil) 20 Cents a Shot At Filling Stations and Garages. BAYERSON OIL WORKS Columbia 5228 LIKELY TO REACH NEW MARKS | Velocity Humans Can Stand Practically Unlimited So Long as Rate Is Not BY COL. CHARLES A. LINDBERGH. ‘The entire history of passenger trans- portation has evolved around the desire of mankind to reach distant places, to go there in comfort and safety, and to lose as little time as possible en route. For centuries it was thought that there iwas a limit to the speed a human being could stand, and that if a man fell from the top of a cliff or high building he would become unconscious from the rapidity of descent long before striking the ground. This theory has been dis- proved conclusively in the last few years by actual test. Parachute jumpers have allowed themselves to fall freely for several thousand feet before pulling their rip- cord and allowing the chute to open. In doing so they reached their terminal velocity during the first part of their descent; or, in other words, the air resistance became so great that it coun- teracted the acceleration or gravity, and their rate of fall was constant thereafter until they allowed the para- chute to open. ‘With the advent of the first railroads there were numerous assertions that people could not long withstand speeds as great as 20 or 30 miles an hour. To- day, however, there seems to be no limit to the straightaway speed we can endure as long as the acceleration or deceleration is not too rapid and there is no sudden change in direction. Land, Water and Air Speeds. Racing records stand at around 100 miles an hour on the water, 200 miles an hour on the land and 300 an hour in the air. Commercial speeds, of course, are considerably less, with fast ocean liners cruising at about 25 knots and the best trains, except on special occa- sions, at 45 to 70 miles an hour on long hauls, while the modern air transport cruises at an air speed of 120 miles an hour and is not retarded by the neces- sity of following ship lanes and cover- ing extra miles of twists and bends in rail beds. Speed on the ground is limited by lack of smoothness in the road, by the necessity for quick turns and by stop- ping for cross traffic. A second or two of inattention at any time while driving at high speed is sufficient to cause an accident. In the air, on the other hand, speed is limited only by horsepower T:» the long list of brilliant Franklin road ° triumphs—including the famous transcontinental, round-trip record, the New York to Chicago speed record and numerous mountain climbs— another astonishing record is now added. Cannon Ball Baker has just flashed from New York to Miami in 31 hours, 10 minutes in & stock Franklin Sedan! 1541 miles with an average speed of 49.44 miles an hour. Clipping 7 hours, 57 minutes off the previous motor-car speed record between these two points. Beating the fastest crack train by 1 hour, 50 minutes. The One-Thirty' 2180 Changed Sudclenly. and streamline. Except in taking off, landing and watching for other planes, there is no immediate danger if some- thing distracts the attention of the pilot. Once at flying altitudes, he might walk back into the cabin and ride with his passcngers without fear of hav- ing the plane do more than veer off its course slightly. I remember reading an_article in an aviation magazine when I first started flying in 1922 stating that commercial transport aviation could never be suc- cessful with planes cruising at less than 80 miles an hour, because they would be unable to buck the strong winds which would be encountered on a regu- larly operated schedule. At that time the air mail was carrying maximum pay loads of about 400 pounds at an air speed of 90 miles an hour with an en- gine of 400 horsepower. The barn- storming planes varied from 60 to 80 miles an hour in cruising speed. ‘Today even our sport planes are capa- ble of cruising at 80 miles, while the air mail lines are demanding machines capable of averaging from 110 to 125, and the passenger transport which can- not cruise at 115 miles an hour is con- sidered slow. Speed in the Next Decade. How fast will we be traveling in the next decade? That depends largely on the development of power units and methods of propulsion. The faster transports will undoubtedly be cruising | g well over 150 miles per hour, while pur- suit planes will be capable of develop- ing close to 300 if necessary. Racing planes will push on toward the 400 mark and possibly go higher. One of the most interesting contribu- tions to aircraft design in 1928 was the development by the National Advisory Committee for Aeronautics of a new type of cowling for radial air-cooled en- gines. One of the mdain drawbacks of air cooling has been the added head re- sistance of radial motors. This has been more than offset in commercial operation by the saving in weight, to- gether with added reliability and lower maintenance. It has been conceded in the past, however, that an air-cooled engine detracted from 5 to 10 miles an hour from the top speed of the plane. After carrying on extensive expe ments in the large wind tunnel at Lan, Aspaciouscaroftraditionsl Fraoklin quality; powered by s compression six-cylinder (34* x 4%") sir-cooled motor. Sedan priced at $2180 at factory. Tbe One-Thirsy-Five 2485 by cowling in the entire engine and leaving an opening in the center of the cowl to admit air for cooling, together th a space around the back of the cowl to germn the escape of this air in a smooth flow, the speed of the plane could be increased from 5 to 10 miles as a result. The theory of the new cowl is that the turbulence created by the cylinder heads is reduced to a min- imum, thereby greatly decreasing the drag of the fuselage. Aids to Faster Flight. Another feature which may be incor- porated in fast planes, especially of the low-wing type, is the folding landing gear. As speeds increase the value of stream-lining the wheels into the wings will become much greater. Folding gears have already been developed by the amphibian type of plane, and al- though they have not been adapted to land planes there is no serious obstacle in the way. The possibility of the pilot forgetting to drop the wheels before landing could be eliminated by connect- ing the gear to the throttle control in such a way that the throttle could not be entirely closed as long as the wheels VT “p‘dj table pitch e adjustable pitch propeller prom- ises greater efficiency, bothpt;n t.n?(e-ofl and cruising. The most desirable angle of the propeller blades is small during the first part of the take-off and in- creases as the plane gathers speed. The present practice is to use a pitch mid- way between the best angle for cruising and for take-off, with the result that the maximum efficiency is not attained in either case. Geared engines promise better per- formance for the plane and less noise for the passenger, since the greatest propeller efficiency is at a lower speed than that for the engine, and slow- moving blades cut down propeller noises. _All of these improvements will aid in making the airplane of 1930 a vast improvement over those in service today. (Copyright, 1929.) An article by Col. Lindbergh on the pres- ent and future of ayiation will appear each week exclusively in Washinston in The Sun- ay Star. CANADA TAKES TO AIR. The Canadian government is plan- ning to place orders for 70 airplanes, at_an estimated cost of more than $400,000, according to an announce- ment by the deputy minister of national defense received here by the Depart- ment of Commerce. ‘The planes will be used by the Royal | inj Canadian Air Force for training and for civil government operations. A ma- Jority of the planes will be light two- passenger types, although the orders also will include several seaplanes, fly- ing boats and heavy transport planes. The planes used for civil operations will be employed in aerial photography, forest patrolling and grain dusting. FORPOSTBY N.A.A, Reappointment as Chief of Navy Air Bureau Recom- mended by Organization. A forceful stand for the reappoint- ment of Rear Admiral William A. Mof- fett as chief of the Navy Bureau of Acronautics, which he has headed since 1921, was taken by the National Aero- nautic Association last night in the February issue of its “official publica- tion, Aeronautic Review. ‘The association takes violent issue with the crroneous idea that has been circulated that tradition precludes the appointment of Admiral Moffett for a third term. There are at least seven admirals who have served more than two terms as chiefs of Navy bureaus, the association stated, one serving for 18 years, another for 16 years, a third for 15 years and a fourth for 12 years. Cites Reasons for Stand. In its main editorial for the month, the assceiation says: “The Acronautic Review believes that Admiral Moffett should be retained as chief of ihe Bureau of Aeronautics for another term because: 2 “He is the best informed man in the naval service today on the problems and needs of naval aeronautics; “He has worked faithfully, efficiently and aggressively for the development of aeronautics in the Navy through his eight years of office; “He is a man of broad vision who realizes the possibilities of naval air- craft in time of war; “He has equipped the Navy with modern, efficient and valuable aircraft; “The Bureau of Aeronautics is the newest of the various bureaus in the naval establishment and is still in the pioneering stage owing to the youth of the subject with which it deals; “There is a tremendous program of development in store for naval aero- nautics which requires supervision by a directing head who has weathered the storms of the early days, when prece- dent, rules and regulations were lack- g: “He has presided over the airmen de- tailed to aeronautics with personal and parental interest; o “He is loved and admired by all in the Navy who wear wings, and “His retention will benefit aeronau- tics, wtih which the National Aeronautic Association is deeply concerned. “These by no means constitute all the vance on behalf of Admiral Moffett's reappointment. His record of tangible, specific accomplishments too lengthy to be recorded here; further- more, they are well known to every one identified with aeronautics. “The status of the Bureau of Aero- nautics today, with its record of effi- ciency and accomplishments in the face of conditions and circumstances brought about by the organization of the naval establishment, can be laid at the door of Admiral Moffett’s office as the great- est of all arguments on behalf of his retention. “In hoping for the retention of Ad- miral Moffett for another appointment, the Aeronautic Review does not cast any reflection on the three or four pos- sible candidates for the post who have been mentioned in service gossip. It is obvious that none of them, high rank- ing officers though they be, bas the background that Admiral Moffe® has acquired through long years of pioneer- ing for naval aeronautics. “Admiral MofTett retires on account of age on October 31, 1933. It would be a splendid tribute to him if he could be permitted to complete a brilliant career in 1933 as chief of the Bureau of Aeronautics. Then it will not be a matter of great importance to the Navy who succeeds to his office. The mo- mentum generated by Admiral Moffett's wise and efficlent administration will carry the bureau along, just as momen- tum, tradition and precedent play a large part in keeping the other bureaus of the Navy moving smoothly and efficiently.” 60 Planes Expected at Meet. Approximately 60 airplanes of all types are expected to participate in the second annual air meet at Drew Pleld, Tampa, Fla., February 21 and 22 and to compete for prizes aggregating $2,500. The Army and Navy will be represented by formations of fighting planes. 7 Hawkins NASH Still “conveniently located on 14th street” and the set slogan of action Plus” from smiling sales and service men. 1529 14th St. N.W. Decatur 3320 — e — ] NEW YORK ro MIAMI 1541 MILES /» 31 HOURS =10 MINUTES - New FRANKLIN with the thrilling AIRPLANE FEEL beats fastest train by 1 HOUR" 30 MINUTES ‘thrilling asrplane feel today. ylinder, sir-cooled (334" x 43("). The bodies; added luzuries; new, more powerful, siz- Sedaan is priced st §2483 st factory. 2775 These facts are amazing! They are the netural result of the most progressive thing in automobile design today—air-cooling—which has revolution- ized aircraft motors and has given the new 1929 Franklin, performance of championship order Because of the powerful, swift, smooth perform- ance—the extremely quiet, quick second gear get- away ofthenew Hy-Flex transmission—the supreme riding comfortand effortless control, Franklin has the driving feel of an airplame. Drive this differeady performing car—this record car. Experieace that SENSATIONAL NEW LOW PRICES The One-Thirty-Seven 7-passenger typeo—usnse- “.‘.:..‘...""fi“.:&"“, Dew, by larger motar. The Sedan peiced $2775 . . . at factory. FRANKLIN THE NEW AIR"COOLED CAR WITH THE AIRPLANE EEEL FRANKLIN MOTOR CAR CO. | SALESROOM-—1517 CONN. AVE. N HARRY W. BURR SERVICE—1909 M ST. N.W,