Evening Star Newspaper, September 8, 1935, Page 58

F-8 CRUSADE BEG Star Safety Campaign Is Now Well Under Way Success of Drive to Curtail Fatalities -and Accidents on City Streets Seems to Be Assured. By G. Adams Howard. HE campaign for safety on the streets and highways of the National Capital conducted by the Safety Council of The Star is well under way, and. judging from the enthusiastic and spontaneous indorsement given it by representative Washingtonians, success 1s indicated. For the success of this drive full co-operation among all citizens—drivers and pedestrians alike—must be obtained. The goal being set s to make this eity the safest city in the country—,, 8 model city for safety. The Utopia—no lives lost and no accidents—can hardly be looked for, but both canybe brought to a low min- imum. Each life saved and each accident prevented is bringing the campaign nearer success. Only one life saved a year would make the cam- paign worth while. This campaign, given wide publicity es has been given it, should make every one safety conscious, and if one thinks safety, one is likely to act safely. Getting in the habit of act- ing safely is likely to become a habit itself. And as every one knows—a habit is a hard thing to break. There- fore let every one get the safety habit. Good habits can be formed as well as bad habits. Driving carefully and thoughtfully {s not expensive. To drive otherwise may prove very costly. It is economic to be safe. A few minutes gained cannot be compensation for what may be lost. Business has its honesty, and ethics, why not driving? Good driving is good business. It is a protection. One can insure oneself by driving well. And at the same time one insures others. The coupons in The Star are for every driver, whether the owner of a car or just the operator. Don't delay. Sign your name and send coupon to The Star Safety Council, room 600, Star Building. Do your part for fety. nGaiuline consumption in the United States during the first six months of 1935 increased 3.95 per cent, or 305.- | 942,000 gallons, over that for the first half of 1934, it is reported by the American Petroleum Institute. The institute’s report is based upon the quantity of gasoline reported for tax or inspection in the various States, | but reflects, as nearly as is possible to obtain the figures, consumption throughout the country. It is ex- plained that gasoline tax evasion and changes in basic laws under which “data were collected throughout the period may have disturbed the com- parability of reports for various States. New York retained its position as the largest consuming State, with con- sumption totaling 723.640.000 gallons. as against 718.270,000 in the first half of 1934. California again was in sec- ond place, with consumption of 685.- 611,000 gallons, against 675.626,000 in the first six months of last year. Pennsylvania, third largest con- suming State, reported consumption of $55,774,000 gallons, against 526,010.000. Illinois was fourth, reporting con- sumption of 485,245,000, against 474,- 616.000. Decreases were shown in three States. Arkansas’ consumption was 64,611,000 gallons, against 65,545,000. Missouri reported consumption of 231,835,000 gallons, as compared with 233,237,000. Consumption in Nebras- ka was 103,718,000, against 108,468, | 000 gallons. Consumption of gasoline in New York and Nebraska, States which in- creased their gasoline tax rates early are based upon gasoline reported for tax, it is believed that the failure of these States to keep pace with the generally higher trend of consump- tion may be ascribed to the evasion and avoidance of taxes, and also to the discouragement given motor ve- hicle purchases and operation by higher tax rates. Highway construction is providing the most effective industrial activity in the Nation's climb to normal pros- perity, with 80 to 85 cents of every highway dollar going to labor, directly and indirectly, it was asserted by Prof. S. S. Steinberg, head of the department of civil engineering, Uni- versity of Maryland, and president of ican Road Builders' Association, in an address recently delivered. Prof. Steinberg's address, entitled the educational division of the Amer- | THE SUNDAY STAR, WASHINGTON, D. C, SEPTEMBER 8, 1935—PART FOUR. SUN AGAINST CITY’ La Fayette 1936 Victoria Featuring modern steel, stream- lined bodies and new and more pow- erful motors, the 192” La Fayette was announced today by Nash Motors. The new La Fayette line carries an 83-horsepower engine which turns up greater power due to an improved | combustion chamber and a newly de- signed cylinder head, which also ac- complishes increased economy in op- eration. The body, of aproved aero- | form design, is claimed to establish a | new standard of streamlining and “Our Highways, Arterles of the Na-| and style for cars of this price class, ion.” resented under auspices | f,r" ;cie;:f ssmce. PIC%% | and the Nash company claims for the | New figures compiled by Federal | L8 Fayette the largest six-pasenger and independent statistictans show | bodies in the low-priced fleld. that only one occupation, agriculture, exceeds highway transportation as a provider of jobs, Prof. Steinberg sald, latest reports showing that “10 per cent of the gainful workers in all oc- cupations earn their livelihood due to our highway transportation and its allied industries.” He struck hard at the increasing diversion of gasoline taxes and motor | venicle fees to purposes other than highway use, declaring that this trend | “threatens seriously to affect highway development.” Official figures were quoted disclosing that the various States diverted more than $124,000,000 | of these revenues to uses other than | highways last year, this exclusive of the funds so diverted by counties and other local governments. Rear passengers, as in most modern cars, ride ahead of the rear axle, closer to the center of the car where there is less possibility of jouncing and swaying. Weight has been equally | divided between front and rear springs. | All cars are insulated against heat, | " “The theory upon which the gaso- | line tax is based is sound and prac- | tical,” said Prof. Steinberg. “The | reason the gasoline enters the calcu- lation is that it is easier to measure & motorist’s use of the highways by the gasoline consumed than it is to measure his mileage. It is essentially | a toll for road use that is collected at the gasoline station. “When the gasoline tax was first imposed the highway users were promised that the revenue would be used for their benefit in highway im- provement. As better roads mean . lower vehicle operating costs, the motorists appreciated the fairness of the tax. Motorists now contend that civersion of the revenues from these special taxes to general purposes that | again a feature, Nash Motors today | | should be borne equally by all citi- | zens i< unfair to highway users as a ! group.” | Darting out from parking spaces without the formality of giving a . hand signal is an exceedingly dan- ! gerous practice and one which is | being engaged in by an apparently | increasing number of local motorists, 1in the opinion of George E. Keneipp, manager of the Keystone Automobile | Club. According to Mr. Keneipp, literally scores of near-accidents occur daily in the District of Columbia because car owners violate the fundamental rule of warning an approaching auto- mobile when one intends to emerge this year, has been substantially lower gince the higher rates became effec- tive, it is reported by the American Petroleum Industries Committee, In New York, where the tax was | raised to 4 cents per gallon from 3 cents on April 1, consumption in ev- ery subsequent month fell below that of the corresponding month of 1934. In Nebraska, where the tax was raised to 5 cents from 4 cents per gallon on March 1, consumption in every month except one fell below that of 1934. While for the first six months of 1935 New York’s consumption shows an increase of 5,370,000 gallons over the first half of 1934, the gain is only seven-tenths of 1 per cent, as compared with & Nation-wide average gain of 3.95 per cent. Nebraska is one of three States to #how & loss in the first half of 1935, consumption declining 4,750,000 gal- lons, or from 108,468,000 in the first half of 1934 to 103,718,000 in the first half of 1935. Neighboring States reported in-/ ereases. Pennsylvania and New Jer- sey, adjacent to New York, showed six-month gains in consumption of 29,764,000 and 19,905,000 gallons, re-| spectively. Kansas and South Dakota, adjacent to Nebraska, reported gains sespectively of 3,065,000 gallons and ©of 5,634,000 gallons. Since gasoline consumption figures -— from a parking space. No rule, he believes, is more lated than this one. “One needs but to make a brief study to come to the conclusion that motorists constantly fail to give an adequate signal when vacating a park- ing space,” the Keystone official as- serts. “Every one of our streets and high- ways each day gives plenty of evi- dence of this fact. And the ob- persistently vio- server will hold his breath in fear | many times, for not once, but fre- quently, do near-accidents occur. Naturally, where there are so many near-mishaps, accidents themselves are bound to happen. They do. Sometimes serious ones; sometimes a smashed fender is the cost. “But, whatever the cost, the per- petrator of the mishap—the man who : has slipped out of the parking space without giving ample notice of his intention—can know that he need attempt no alibi. tually all instances, is his, and there can be no evading the responsibility. “Surely no motorist who gives the subject a moment's thought will jeopardize life or property when bath can be safeguarded so simply and ! certainly.” Army Classifying Board To Test Value of Plan T!-m convening of the Army Clas- sification Board at the War Department on September 30 will again raise the question | out of the military service, individual ‘ hardship will be inflicted. Many offi- cers, originally placed in class B, have escaped actual separation from the active list, and it also can be said in The guilt, in vir- | a8 to whether this provision of 1aW | this connection that quite s number has been of any advantage to the mil- | yho have defended themselves against ftary establishment. During the 12-| guch classification have made good year period from July 1, 1920, to June ' gndq have been promoted to higher 30, 1932, there have been 308 officers eonsigned, finally, to separation from the active list of the Army by virtue of class B classification. With the elapse of the past three years, from July 1, 1932, to June 30, 1935, this list of officers separated from the ac- tive rolls of the Army by this provi- sion has been increased. The board of officers will consist of Ma). Gen. Robert E. Callan and Brig. Gens. Manus McCloskey, Joseph P. Tracy, Thomas W. Darrah, Ernest D. Scott, Perry L. Miles, and Arthur 8. Conklin. Col. Richard R. Pickering has been detailed as recorder and Capt. Clyde L. Hyssong as assistant recorder of the board. The classifica- tion of officers during the 12-year . period from July 1, 1920, to June 30, 1932, shows that there was an approx- imate average of 25 officers separated each year. : Objections are voiced from time to time over class B procedure, but no worthy system has been devised up to this time that performs the same function. The opinion is shared in same quarters that the class B system could be improved upon, but in any scheme of personal elimination, in or | grades. Navy. Approximately 65 commanders of | Naval Academy classes of 1909 to | 1915, inclusive, will be due for sea duty in 1938. Of this number 13 are required on the Asiatic station. There will be 17 auxiliary commands to be filled, 25 executive officer billets |In battleships and cruisers will be open, and it is expected that 8 de- stroyer divisions will require new commanders. Because of the large | number of auxiliary commands and the limited number of executive officer | billets available, it will not be prac- | ticable to assign as executives of bat- who have not had that duty. As a general rule, officers whose last cruise included head of a department in & battleship or cruiser, or command of a destroyer division or submarine division, will be assigned to duty in command of an auxiliary. A board of officers of the Medical Department on September 16 to recommend officers of that corps for promotion. The selpctions will in- tleships or cruisers all commanders | Mounted on wheelbases of 117 | The Nash Co. claims for this engine | the right foot to operate the bnke‘ cold and noise and have been thor- oughly sound-proofed by a new “bow" construction which is claimed to ef- fectually deaden reverbrations. The roof bows are so placed that they press tightly against the underside of the roof and dampen any tendency to develop rumble or noise. Cowl, windshield pillars and front roof panel all are formed in one piece of steel making for rigidity and safety. With the latter factor in mind Nash engineers have added an extra rein- forcement by a heavy piece of steel running clear across the body be- neath the outer panel. Steel doors are of heavy guage stamping. ‘The motor is of L-head design with displacement of 217.76 cubic inches, developing 83 horsepower at 3,200 | R. P. M. Added horsepower is due to more efficient combustion chamber design. Exceptional hardness is claimed for the cylinder block by use of a chrome nickel alloy. The engi- neers claim that with this alloy valve seat inserts are no longer mecessary and therefore the valves seat right in the block. The engine is mounted at four points on live rubber plus a stabilizing mount under the trans- mission. There is no metal-to-metal contact between engine and frame. The crankshaft is of the seven-bearing type with a main bearing on each side of each connecting rod to prevent crankshaft deflection or bending under power impulse. The crankshaft is fully counterbalanced and has a spe- cial vibration dampener. The car has clutch pedal starting, said to have been originated by Nash To start the car the ignition key is turned on, the clutch pedal is depressed and the motor starts, leaving both hands free with the right foot avail- able to brake the car if starting is at- tempted on a hill. Another feature of the clutch pedal starter is that in Win- ter, with the clutch disengaged, the battery does not have to turn over stiff and heavy grease in the transmission. inches, with the Monitor sealed motor | the world’s first “streamlined motor.” | in case the start is made on a hill. announced the 1936 models of the ganalogy to the first steel battleship, | inches long with a depth of 6 inches. | The name “Monitor,” applied to the power plant, comes from its claimed Under the sturdy, all-steel bodies Nash uses an X-type steel frame. 171 | “400” line. The car combines the all- | the Monitor, implying that everything | By use of “synchronized” springing | steel top, | comes in six body styles, the victoria, ;trunk; three-passenger coupe and five- passenger coupe, with rumble seat. All models are modernly streamlined and combine many safety factors with 1936 automobile beauty. One of the outstanding features of | the car is the manner in which motor ' engineering has accomplished the job of sealing all exterior motor parts. Lift the hood of the new Nash and you will find a motor completely in- closed, barring ignition wires, air- cleaner, fan and generator. Manifolds | | are integral with the motor housing. ! Lower maintenance costs lwuring victoria, with trunk; four-door | | sedan, four-door touring sedan, with | By this construction the elimination | of hundreds of parts is claimed and | construction is simplified. | also are ' claimed because of use of fewer parts | and the fact that the engine is easy | for mechanics to work on. | The carburetor is mounted on top ' of the cylinder head, while with the' intake manifold fully inclosed re- markable economy of operation is claimed, due to quick heating of the fuel. Crankshaft is of the seven- | bearing type and uses a torsional vibration dampener, The motor is mounted in rubber at four points. The Nash uses the clutch pedal starting device, claimed to be the best yet found for convenient start- ing. It leaves both hands free and | | steel one-piece body, with & seamless | i the motor is compact and inclosed. | Nash claims for the “400” line one L adding new factors of | strength, beauty and safety. The “400” | motor of the finest rides in motordom. The front and rear springs are claimed to be calibrated to exactly the same rate of oscillation, and the engineers as-| sert that weight is equally balanced between front and rear springs. The radiator grille is sloped sharp- ly back to harmonize with the slope at the rear of the body, and again Nash uses the small door in the top of the hood as the entrance to the water and oil filler caps, eliminating lifting the hood for oil and water re- placements. Interiors are trimmed and equipped to give greatest comfort and convenience. A new feature of the dash is a combination electric gasoline and ofl guage, which enables the driver to check the oil level at a glance. OLORDND CRCLE Ladies of G. A. R. Institute New Chapter in Honor of Col. Oldroyd and Wife. The Oldroyd Circle, No. 5, Ladies of the G. A. R., Department of the Potomac, was instituted last Wednes- day night at the Raleigh Hotel. Miss Rebecca L. Blaine, assistant national press correspondent and department organizer, conducted the service and | presided at the election of officers. Miss Emma Hayward, department president, installed the officers. The circle is named in honor of the late Col. Oldroyd and his wife, Lidia A. Stoneberger Oldroyd. Lincoln Women’s Relief Corps, No. 6, Auxiliary to the G. A. R., met last Monday, Miss Mary C. Pinnock, presi- dent, presiding. Miss Mary A. Howarth, department president Wom- an's Relief Corps; Miss Etta Moore, department senior vice president; Mrs. | Alice Meade, Mrs. Polly Henderson {and Mrs. Ethel N. Grimes, members | of Burnside Corps, were guests. Business Women’s Council will meet in the chapel of the Covenant-First Presbyterian Church Tuesday 8 p.m. Miss Hortense Freeman will give “Ex- periences on & Canadian Motor Trip.” Rev. Samuel R. Allison, assistant pastor, Covenant-First Presbyterian cthurch. will lead the devotionals at 6:45. American Association of University ‘Women.—The regular Monday tea will be held in the lounge of the club house tomorrow at 4:30 p.m. These in- formal teas will continue until the regular opening of the club program. The hostess tomorrow. will be Miss Violet McDougall. ‘The Summer book review section will meet Thursday at 11 o'clock in the lounge. Mrs. W. H. McKinney will discuss the recently discovered clude not more than 11 for the rank of captain, 18 for commander, 27 for lieutenant commander and 72 for lieutenant. A competitive examination to select 1S ORGANIZED | ing members: Mrs. T. C. Thompson, | Development”; Mrs. William J. Gra- |and Mrs. La Verne Reales, “Construc- tion of a Play.” | Mrs. W. H. Wadleigh will give & brief letters of Elizabeth Barrett Browning, | edited by Stephen Vincent Benet. | The contract bridge section will play in the lounge on Friday. Alpha Zeta Chapter, Deiphian So- | ciety, will meet Wednesday at 10:30 | am. at 1640 Rhode Island avenue.| The Roosevelt Chapter, Delphian Society, will meet Tuesday in the Raleigh Hotel. Mrs. Gladys B. Mid- dlemiss will call the meeting to order | at 10 am, with Mrs, I. L. Stormont, | seminar chairman, as leader. The program will be a general dis-| cussion of dramatic art and the char- | acter of Greek drama by the follow- | “Drama as a Subject for Study and | ham, “Origin of Greek Tragedy"”; Mrs. L. A. Moyer, “Great Names of Greek Tragedy”; Mrs. John D. Kiley, “Na- ture of Greek Tragedy”; Mrs. J. Ward Mankin, “Play-producing in Greece,” Mrs. Middlemiss has appointed Mrs. J. Ward Mankin as critic, Mrs. T. C. Thompson as parliamentarian and Mrs. John D. Kiley, publicity chair- man. Women'’s Christian Temperance Union.—There will be a mass meet- ing in the Washington Heights Pres- byterian Church September 15 at 3 pm. Miss Maud Aldrich will speak on the “motion-picture problems.” report of the National W. C. T. U. Convention now in session at Atlantic City. Dr. Darrel C. Crain, jr, will give a talk on “The Advantage of Being a Total Abstainer From Two Physicians’ Viewpoints.” Dr. Palmer, pastor of the church, will give the opening prayer. The Schubert Sing- ers, under direction of Mrs. Chester Adair, will furnish the music. Rev. Robert Simmons will speak also. Mrs. N. M. Pollock has charge of the meet- ing. P. E. O. Sisterhood—Delegates from the District chapters to the supreme convention in Yellowstone Park, Sep- tember 10 to 13, Miss Laura V. Hanson, president of the newly organ- ized District of Columbia State Chap- ter; Mrs. W. W. Stockberger, presi- dent of Chapter B; Mrs. Richard E. Claughton, Mrs. E. H. Pitcher, Mrs. Willard E. Buell, Miss Jessie Elting, Dr. Ella R. Fales and Mrs. Worthy P. Sterns. At the close of the convention the delegates will tour Yellowstone, Gla- cier National and Rocky Mountain National Parks. The Zonta Club of Washington met | singing club songs, directed by Mrs. Louise Stambaugh and accompanied by Miss Elizabeth Meininger, a guest at the luncheon. Plans for the intercity dinner, Sep- tember 28 at Olney Inn were dis- cussed. Soroptimist Club — Representative | McSwain of South Carolina was the honor guest speaker at the luncheon at the Willard last Wednesday, Mar- jorie Webster, president, presiding. He spoke on preseni unsettled ques- tions being thrashed out at the Ge- neva Conference. Paul Wooten of the McGraw-Hill Publications spoke on the “Importance of Washington News to the Business World.” On September 10, 11, 12, Mrs. Amelia Johnson, president of the American Federation of Soroptimist Clubs, will be entertained by the Washington club. Plans for a recep- tion Wednesday night at the Woman’s City Club have been made. Miss Jean McSwain, daughter of Representative McSwain, was a guest. Music was furnished by Miss Char- lotte La Fond, soloist, with Jewell Downs accompanying at the piano. Elk Present Problem. Biological Survey desires to keep the Jackson Hole elk herd in its natural wild state and to this end must solve two problems. One is the problem of providing & suitable Winter range and the other 'l'tl:i problem of keeping the herd lim- ‘The second problem is easily solved, for limited hunting permits and the transfer of the excess animals to other game preserves would maintain a con- stant level of about 20,000 head in the Jackson Hole section. The problem of a Winter range, however, is more difficult. In order to meet the problem, the survey would like to purchase some privately owned grazing land connecting the Jackson Hole section and the Gros Ventre and Snake River sections to the North. There has been considerable com- plaint from ranchers about the effects D.|of the elk migration over their land. Acquiring of the 12,000 to 15,000 acres should answer their complaints. Dairying Looks Up. "THE dairy outlook is somewhat bet- ter this year, with fewer cows in ! the herds and fewer heifers coming on. This coupled with better feed prospects is expected to bring about & great likelihood of adeguate profit. With the | new talent for Ed Wynn's radio show, Eddy Duchin and his orchestra will | spects | habit to go up and down on the brake S CARELESS DRIVERS HELPFUL AUTD "PS‘*Italo-Ethiopian Situation May Be Lesson to Airmen GIVEN FOR WOMEN Pays Owner to Know as Much as Possible About One’s Car. BY FREDERICK C. RUSSELL. Just because some engines are burn- ing fuel oil is no excuse for so many drivers trying to burn the road. As the wheel of life spins around, | and the theory of cycles comes in for & bit of proof, more and more motor- | ists are coming to the conclusion that | it still pays to know as much as pos- | sible about their cars. True, today's ownership is a problem in manage- ment. But for several reasons it has again become something more than merely seeing to it that the car re- ceives the most suitable and least costly service. One of these is the fact that, with a definite trend toward long tours, the owner and driver must be able to have more than a speaking | acquaintance with her car. Hop from | one end of the land to the other, and it is a certainty that the driver will| have to do a few things herself. She | may even find it necessary to prove| her resourcefulness. Automobile club officials tell me that never before have they routed so | many tourists over such extensive journeys. A woman and her son, for instance, have just started on a 9,000~ mile trip. Two women in a small car have mapped out a 12,000-mile jour- ney. Tours running from 3000 to| 5000 miles have become common. Much can happen to the car in even the lowest of such mileage. Since the mechanical condition of the modern car bears such close re- lation to its safe handling, there is| every reason why modern owners should have some idea of where '.hty[ are going when they lift the hood. To| 8o along for several days without the | generator charging, and without know- ing how the ammeter tells this, is just | 50 much borrowed trouble. Ignoring/ signs of a slipping clutch is a short/ cut to being stranded, while failure to recognize evidences of hazardous kinds of steering trduble may be a mild form of suicide. For some years I have made it a pedal a few times in an effort to at-| tract the attention of the driver be-| | hind by flashing the stop light signal. | Now the market offers a special device | which does the flashing automatically. 1t should cut down materially on rear- | end accidents. Every intelligent person knows that | it is safer to flee down a fire escape than to leap from a high window and | hope to be saved in a firemen’s net, | but it 15 surprising how little thought | automobilists give to consideration of | the least risky of possible crashes. Statistics seem to indicate that when | trapped it is better to run off the road | or into a passenger car than to take your chances on running into the rear o a truck. Passenger cars, teie- | | graph poles, fences and even trees will yield a little; trucks hardly ever. | It is the overhang on the rear of a| truck that causes so many fatalities. i If the driver behind insists upon lt.rnltnx too closely he is in dange: | of ramming into the rear of your car | | should you find it necessary to make | & quick stop. The safe plan is to try to overtake the car ahead and move on to a safer spot'in the traffic pro- cession, {be hard to maintain Observers See Important Developments in Problems of Supply and Basing of . Squadrons in Hostile Country. By Joseph S. Edgerton. Italo-Ethiopian situation, with its promise of the first large-scale employment of modern military aviation to assist s campaign in s difficult and primitive country, may have a far-reaching effect on future development in all parts of the world, especially in the field of military transportation by air. Since Ethiopia at present is wholly lacking a military air force Italian air combat operations are likely to——---—— be unopposed except for ground fire, | in the opinion of military observers | here. The working out of problems | of supplying and basing bombard- | ment and observation squadrons in & | desolate and hostile country, however, is expected to be of importance to all air powers. Launch Attack From North. Correspondents in the Italian | colony of Eritrea and in Ethiopia have | reported their belief that the Italian Army, now massing in Eritrea, to the north of Ethiopia, will launch an at- tack against Addis Ababa from the north. Should this be the case the, advance will be through savagely| broken and immensely difficult country and the lines of communication will | and very| susceptible to guerrilla attacks. ‘The difficulty of maintaining com- | Smith said, include the supplying of air by pressure to occupants of the airplane in airtight. sealed cabins and cockpits and the development of en- gine superchargers capable of fune- tioning to meet changed flying con- ditions at various altitudes, The sensations of an aviation pilot rendered temporagily “non compos mentis” by lack of oxygen during an altitude flight are described in & re- port to the Navy Bureau of Aeronsau- « tics from Fighting Squadron 6 of the U. S. S. Saratoga. During a squadron altitude flight | one of the oxygen regulators began to “economize a bit” and the pilot be- came starved for oxygen in such short order that he was unable to leave the formation voluntarily before he had munications and supply routes and | become a menace to all his fellow the reported massing of Italian evia- | fIers. The situation was compli- tion on the Ethiopian border has led | cated by the fact that he was leader to a belief that if the Italian attack | Of the second section of the squadron | embarrassment. is pushed from Eritrea much of the | service of supply will be undertaken by air. Such an operation would pro- vide lessons for every modern air power. Because of the difficult character of the country between Eritrea and Addis Ababa, however, many military experts here are inclined to helieve | that Italy, despite its massing of troops in Eritrea, does not intend to push its main attack from that colony, but rather from Italian Somaliland, to the southeast of Ethiopia. See Attack Against Adowa. They believe that Italy will deal a smashing blow from Eritrea against Adowa to avenge the Italian defeat there nearly 40 years ago and then will immediately transfer its invad- ing columns to Somaliland and strike by way of Walwal through the Prov- ince of Ogaden. Such a drive would be through s desert country in which lack of water would prove a serious Tanks and motor transport can cross this country, how- ever, by a number of routes, it is said, making it much more suitable for a successful campaign than the northern country. Air transport also can be employed to great advantage in Ogaden, military observers believe. Another advantage of the southern route, it was pointed out, is that an invading column could strike the line of the railroad from the Gulf of Aden and took the members of his section with him in his wanderings. | First he crawled up and “tried to sit in the skipper’s Jap,” then lost | distance quite noticeably and finally ended up by flying around in s wide left circle, gradually losing altitude, it was reported. His wing men saw his shoulders heave as he pulled at the oxygen tube to coax more oxygen into his starving lungs. After descending to 18,000 feet he regained some control and re- | sponded more or less intelligently to | the signals of his left wing man, who :inally coaxed him back into forma- ion. After landing he could not remem- ber clearly what happened, but about half an hour later, while eating lunch, memory started coming back. He then reported the following symptoms: Slight twitching of the fingers; twitch- | ing of muscles in the wrists; difficulty in controlling the hands; eyesight ap- | parently O. K. but range of vision 1 very short; feeling of annoyance when | squadron commander made s turn; |no apparent discomfort or loss of breath; no knowledge that anything was wrong: no sense of hearing. The word has been passed along |as a result of his experience that evidently the time to leave formation is when the fingers begin to twitch, for at that time the pilot still has enough sense to get clear. to Addis Ababa in the vicinity of | Harar or Matehara and push an at- tack along the railroad toward the Ethiopian capital. Two of the Nation's largest air transport lines today are working on the development of substratosphere and stratosphere flying as a step transport speeds. The trend toward the country during the last two years and it is not at all uncommon today two and one-half to three miles to| Lieut. Malcolm M. Cloukey, U. S. | N. R, former commanding officer of Squadron VN-6R, local Naval Avia- tion Reserve squadron at the Ana- costia Naval Air Station, recently vis |ited the local station, arriving in & tri-engined transport airplane from | the Naval Air Station, Pensacola, Fla., | toward tremendously increased air |Where he now is stationed. Following an unofficial inspection ot ! transport operations at great altitudes | the local reserve department, Lieut. | has become noticeable in all parts of | Cloukey expressed much satisfaction at the condition of the local base, training methods and the progress | for airliners to climb to altitudes of that is being made in training. How the gears shift depends to & seek advantageous winds or to climb | surprisingly large extent on how the out of storms and rough air. | An Army Air Corps captain from clutch pedal is handled. With all| Experience of the Army and Navy | Bolling Fleld and a veteran non-com- missioned officer from the War De- tlutches there is & certain point of in military flying at extreme altitudes disengagement that makes for an &nd of stratosphere balloon fiyers has ideal shift. This differs for different contributed greatly to man'’s store of cars of the same make and model, so knowledge of the problems which must that in going from one car to another be faced and overcome if transport it is usually necessary to find the airplanes are to be operated in the shifting point before smooth gear lower reaches of the stratosphere. changes are possible. It is also a One of the most famous of all air saving in physical effort to discover transport planes, the Transcontinental just where this point of disengags- | & Western Air No. 300, first of the ment is, since pressing the pedal rur-“ Douglas high-speed airliners and ther to the floor is then merely waste holder of nine world airplane records, effort. 2 and an even larger number of n: ?nonll records, is being used as a Somewhat tHe same thing can be “substratosphere laboratory.” In a said for the brake pedal. It, too, has | continuation of tests started months a point where the brakes are brought into most efficient engagement for & | normal stop. Where a booster unit is used the pedal must be pressed down far enough to bring this helper | into action, but it is not necessarv | for normal stopping to press the pedal further down. By holding the pedal | down far enough for the booster unit to come into action and by maintain- ing that position the vacuum power thus released will do everything that used to be done by jamming on the brake pedal. Owners Ask Queries. Q. Why is it not necessary to have| an ignition system in a Diesel engine? | And why is no carburetor used?—L. M. | A. Diesel engines compress air to pressures of from 350 to 500 pounds, which means that the air is heated to as high as 1,000 degrees F. Raw fuel injected into such heat will mix with the air and ignite automatically. This makes it unnecessary to have an ignition system and a carburetor. In the latest Diesel arrangement, how- ever, fuel is preheated and distributed to the cylinders in gaseous form. Q. Iam thinking of putting chrome discs over the wire wheels of my new car but a friend tells me that I will be annoyed on windy days by having the discs act as miniature sails. He says I will have difficulty steering. ‘What do you think?—S. W. L. A. Take a look at the wheels as | they are and note how the brake drums , practically make the wheel solid be- hind the wire spokes. Also note how large the tires and hub caps are. I do not believe you will find that the addition of the discs will make any material difference. Q. If air-cooling for the generator is as necessary as salesmen say it is why didn’t this so-called improvement appear years ago?—F. C. A. Until car radio became popular it was necessary to waste much gen- erator output. Today we need peak output for the radio, the extra cylin- ders and the additional lights. Cool- ing thus becomes a necessity. Duchin Near Tour End. hIEARING the end of a 15,000-mile transcontinental tour in search of broadcast Tuesday from a Texas point. Four . men and two to compete for two prizes ago, No. 300 is being flown almost daily to high altitudes in search of additional information which may be applied to flight equipment of the future for travel far above the earth, T. W. A. officials have announced. The high altitude tests are being conducted by D. W. Tomlinson, who flew the ship on virtually all of its record flights. The tests are being conducted under the immediate su- pervision of Jack Frye, veteran pilot and president of the airline, who believes that air travel of the future “will lie in those quiet and storm- less strata above the earth, which men term the substratosphere and stratosphere.” During one of his recent test flights from Kansas City, Tomlinson, with two crew members aboard, full fuel and oil tanks and sufficient sand ballast to make up a gross load of more than 18,000 pounds, took off and climbed to 26,300 feet, or 5 miles. The ship was leveled off for speed tests at various altitudes. Although the ground temperature at the time was nearly 100 degrees, Tomlinson climbed into a temperature of 7 de- grees below zero. Frost gathered on the windows and fine snow drifted in through cracks at the edges of the windshield as he flew instrument courses through towering thunder- heads. Some day, Frye believes, air trav- elers will be flying in the greatest comfort at even higher altitudes. The noise within cabins will be reduced to the level of a quiet office through the heavier cabin structure necessary to withstand the supercharged pressure within the planes. “It's going to be like sitting in grandma’s old rocking chair so far as comfort for all on board is concerned,” Frye said. Similar experimental work by American Airlines has been described by C. R. Smith, president of that air- line. Smith predicts that airmail planes soon will be crossing the United States at extreme altitudes and that within five years passenger airplanes will be operating from coast to coast in nine hours or less. He believes that air transport de- signers have almost reached a peak in airplane and engine design and that, while development in these re- slackens, air transportation will turn to the stratosphere as the only other avenue open to greater speed. partment will play parts in the pro- posed National Geographic Society- Army Air Corps stratosphere balloon flight from near Rapid City, 8. Dak. Capt. Herbert K. Baisley, now on duty at Bolling Field, has been as- signed to fly an observation airplane along the course followed by the giant balloon so that a photographic his- tory of the flight may be made. Mas- | ter Sergt. Grover B. Gilbert, Chanute Pleld, 111, is to handle the camera in Capt. Baisley's airplane. ROAD CONDITIONS "IN VIRGINIA AREA | Construction on Highways With- in 100 Miles of Capital Is Listed by A. A. A. The latest map of the American Automobile Association. showing the condition of roads within & radius of 100 miles in Virginia, calls attention to these projects: Winchester—Construction in Win- chester; rough and muddy in places it wet. | U.S. 15—One mile new grade north | of Warrenton; slippery if wet, but passable. | U.S. 29—Four miles surfacing from | Broad River east toward Winnsboro; possible detour. Skyline Drive—Panorama-8wift Run | Gap; 20 miles completed in center, oil- - ing half of road at a time on both ends; not disagreeable with slow driv- ing. Va. 4—Construction between Elkton and McGaheysville on new location except where new and old roads cross, which are rough in spots and will be slippery if wet. Va. 4—2.4 miles surfacing 10 miles north of Richmond, on new location. U. S. 1—South of Fredericksburg, widening road from Thornburg south; some one-way traffic. U. §. 1—North of Ashland, several miles concrete widening; one-way traffic. U. §. 60—Four miles west of Rich- mond, one-half mile construction; dusty; slippery if wet. Deltaville-Harborton F tions discontinued indefinitely. Charlottesville—Construction at west limits; rough. Va. 55—Construction from Pront Royal to Linden; traffic maintained over old road and short sections of construction. Va. 3—Southeast of Front Royal; new grade between Front Royal and Washington; dusty, Service Distributors Stromberg Carburetors | ‘women—are of $1,000 each and two of $800 each.| ,The problems to be overcome, |