New-York tribune. [volume], May 19, 1919, Page 2, Image 2

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enth-hour effort to wrest transatlantic
flight honors ?rom the United States
naval 'planes, are flying over a course
?11 their own, figured out last night
and this morning with the one object
in mind of "how to head off the Ameri?
can.."
As Boon as they had finished break?
fast this morning, Hawker and Grieve
hurried to the offices of the Royal Air
Force meteorologists. Finding condi?
tions improved a little, though not as
favorable as they would have de?
manded had not the Americans been
well started on their passage, they
went direct to the Mount Pearl pla?
teau, where the Sopwith was waiting
in the airdrome, and began prepara?
tion for the flight.
They were wholly calm at the start.
Methodically, and without the slight?
est trace of nervousness, they climbed
aboard their craft and set to work dis?
passionately- Hawker's confidence In
his navigator and in his engine were
absolute, he said quietly.
Opens Throttle to Full
After a preliminary spin of the mo?
tor Hawker opened his throttle to the
full and the ground crew were forced
to call for help to hold the 'plane in
place. Hawker throttled "down"
again, said a few final words, and then
gave the word to knock out the sup?
porting blocks from beneath the craft
as he opened wide the throttle.
Hawker followed his announced In?
tention when he diopped the undercar?
riage of his 'plane. ?Some persons
thought tho act was intended as a
challenge to his rival, Raynham, and
quoted almost the last word of Hawker
before he started. ?
"How about old 'Tinsides?' Tell
Raynham I'll greet him at Brook
lands, England."
The wireless sent word of Rayn
ham's mishap to Hawker and Macken?
zie Grieve after they had put to sea.
Opinion here is that on^ result of the
message will be the cutting down of
Hawker's speed, as the Sopwith will
not be forced to racb^; speed now that
its rival has been eliminated from tho
overseas contest.
Have Aid of Sun
At the start the sun was only a lit?
tle over two hours beyond the meridian.
The flying adventurers had its aid in
navigating for four or five hours as
they sped eastward. After that they
plunged into darkness over the ocean,
with the prospect of starlight and
moonlight to break the monotony of
'sky and sea at night, and to serve as
navigation guides.
Macken.ie Grieve declared before
the start that the Sopwith would head
Straight for Ireland.
"If we strike Ireland anywhere we
will have found our mark." he said,
"but If we hit England we will be
nearer home."
Indications to-night were that west?
erly winds would favor the fliers for
the frst 1,000 miles of their course,
The remainder of the way will be
"ticklish" sailing, and it is thought
possible that Grieve will have to
"bend" his course somesvhat south to
avoid wind and weather dangers.
A large part of Grieves's work wil
be i'i noting observations of air cur?
rents encountered.
'Although Atlantic air currents car
never be marked," he said, "I hope t<
compile observations that will mak?
the transatlantic passage possible witl
fewer uncertainties for later flien
than those which confront pioneers o
the trackless way.
"We are relying chiefly on astro
nomical positions which we plan to ob
tain by use of tho sextant, getting ai
hourly sun altitude in the daytime an?
working with the North Star at night
Should thick weather obscure tho sky
?we are prepared to use the clouds fo
calculating purposes, although we ad
mit th. results would be only ap
proximate."
Not more than sixty people wer
present to witness the departure o
the intrepid airmen and these wer
chiefly competitors, aviators and news
paperr.ien. Among them were Rea
Admiral Mark Kerr, of the Britis
navy, who is to navigate the giar
Handley-Page machine in its trans
atlantic attempt, and his pilot, Majo
Brackley. of the British Air Force.
Captrin Alcock and Lieutenar
Brown, who are to pilot the Vickei
Vimy bomber now on its way he.
?board the steamship Glendevon, alt
witnessed the start. All loudl
praised the manner in which Hawk?
handled the Sopwith in his take off.
Concentrated rations are being ca
rled on the Sopwith for food. The fu<
?npply was _40 gallons of gasolene.
Wind Blamed for Wrrcck
A big fa-rtor in the accident to Ray
hamN Marttnsyde? 'plane was said to 1
lack of full wind opposition. He w;
trying to "take off" on his east-an
west field with a wind exactly north ?
?ast. Full head wind is declared to 1
wsential for a rise with a 'plane ;
heavily laden as Raynham'e.
The weight of the plane was near
three tons, and the great "heft" of
1? believed to have brought it dov
after a rise of a few feet had be?
vQ/ilikeness !
I'1 C PEAKING of
j?; O twins, some
I ?j body remarked
Ithat James and j
John were very
much alike, par
i ticularly James, j
| But there is not
even that differ
,1 ence between
p Tecla Pearls and j
jj Orientals. They
H are alike in notlv
H ing so much as in
I their alikeness.
I T? C L A
1 398 Fifth Avenue
|| NEW'YORK
Si la Rue. de la Vai-x, Paru
1
] This photograph ivas taken al Trt
passey, Newfoundland, jusi before the
| three U. S. naval seaplanes "hopped
off" on their dash for the Azores.
It shorvs the NC-3 warming up in
\ Trepassey Harbor. Above is her
j commander, John H. Towers, who,
with his crew and ship, are reported
to be missing.
Official U. S Naval photo
<t-?-~
gained. The undercarriage was ad?
mittedly weak, and collapsed under the
strain. Had Raynham been able to fly
directly into the wind he probably
would haue attained flying speed be?
fore the axle buckled.
Missed by Twenty-five Yards
Raynham would not add to the state?
ment he made to friends immediately
after he had recovered from the tem?
porary collapse he suffered when his
craft broke down. This statement
was:
"I was just beginning to get a lift.
I felt the under carriage weaken, and
pulled back on the control stick in an
attempt to assist the machino clear of
the ground. But the propeller struck.
and we spilled. Another twenty-live
yards and we would have been away.''
Hawker had provided against such a
mishap by installing an all-steel tin?
der-carriage on the Sopwith for safety
in "taking off" and a device for drop?
ping it when well off the ground.
Hawker also had installed a detachable
primer and band starting majriieto,
both of which were left behind when
he dropped his under-carriage.
After Hawker dropped his under?
carriage his machine was left. without
any landing gear at all, and should he
be successful in crossing the Atlantic,
lie must risk crashing his machine
when landing.
Small steel rails or skids had been
provided to help lessen the danger, with
which it is hoped the machine may glide
along the ground and come to a stop.
There is believed to be but one chance
in a thousand that the speedy Sopwith
biplane may make the flight success?
fully, but to insure that once chance
every mechanical and meteorological de?
tail must be in favor of the airmen and
their machine.
Small Lifeboat Attached
When Hawker and his aide took
their places in the small fuselage of
the plane they were incased in full
length, non-sinkable suits. This, to?
gether with the ingeniously construct?
ed lifeboat which forms part of the
ctwling of the fuselage, is their onl;
means of immediate safety should thej
be compelled to alight on tne ocean ii
the course of their flight. _?
This boat is said to possess a con
siderable degree of seaworthiness an?,
is fitted with provisions and signalling
devices. In case he alights on lane
Hawker had early arranged to releas?
and drop the boat by means of ai
automatic device controlled by a but
ton near the pilot's seat.
Unlike the huge seaplanes of th?
American Navy which flew from Tro
passey to the Azores on Friday lasl
the Sopwith machine is a purely lam
type of airplane. It has no pontoon
to keep it afloat or permit of its bcin
towed in case it is compelled to aligh
on the ocean. It is a small biplane o
the scout type with a wing spread o
crily forty-six feet, and an overa
length of thirty-one feet. It is drive
forward by a Twelve-cylinder Roll
Royo 375-horsepower engine, fitte
with a quadruple ignition system.
Depends on 19-Honr Flight
HawkeT expected his machine t
make an average speed of 100 miles a
hour at the start, which be hope
would be accelerated to 106 miles a
soon as he released the undorcarriac;
of the machine. A favorable win
might increase this speed. All his ca
culations, however, were based on
nineteen-hour flight for the 1,900 mile
to Ireland.
Hawker and his companion, Criev
ore making their flight as contend?-!
for "The London Daily Mail's" prize c
$50,000 to the first successful aviate
who flies across the Atlantic while ol
serving the rules of the contes
Under these rules the flight must r
completed within seventy-two hours c
the start, and if the machine is con
polled to alight on the water it mw
get off again unassisted.
Commander Grieve announced Ris h
tcntion of flying straight out to kc
for a distance of 600 miles and the
heading the machine into the reguh
transatlantic Rteamship lane. Tr
fliers expect to land in the Brooklanc
aerodrome just outside of London.
Navigate by Sextant
Grieve will depend entirely upon h
-extant and compass for navigating tl
machine for use with which the 'plan
carries specially tabulated calculatioi
drawn up before the start.
Heading east into the night they e:
pect to meet the sun on its wcstwai
path at a timo to give them a goc
observation for their course to a)
proacb the Irish coast, an well as to d
termine thoir exact position.
During the night Grieve said 1
would "shoot the stars" rvory 1v
hours to obtain the position of tl
biplane and keep it on its cours
??awker expected to fly at an avera?
altitud? of 8,000 feet, although ho sa
the atmoHphuric conditions during tl
flight would bo the determining fact?
in this matter.
Tho romantic aspect of tho adve
tureu? flight attracted tho people
St. John'? to the hangar for th? tak
?.ff. Whilo nil expressed admirad
for tho airmen, fear was expressed ?
all sides that the pair were riding
certain death in defying the ocean in
so frail a craft.
The unknown fate which overtook
Andre when he set out in a free bal?
loon to float over the North Pole sev?
eral years ago was present in the minds
of all, as was also Major Wood's dis?
astrous start from England in a Short
biplane a few weeks ago. While Major
Wood was fortunate in being rescued,
it was chiefly due to the fact that his
machine fell into the sea so close to
land. The chances of Hawker in case
of engine trouble are not nearly so
good.
Many Air Prizes
Won by Hawker
Over - Atlantic Dash ?s
Climax of Notable
Career of Australian
Harry G. Hawker, chief of the Sop?
with team that flew yesterday for Ire?
land, is an Australian, 27 years old,
who has won fame in the development
of aviation. He was one of the few
mechanics who rose to the rank of flier
under the tutelage of Tom Sopwith,
the famous British aviator, since turned
manufacturer.
Yesterday's attempt to cross the At?
lantic, with its probability of disaster
and death for the fliers, was but an
incident in the checkered career of
Hawker.
Hawker is known throughout the
! British empire as the man who refuses
to fly by the rules of others. He is
credited with making his own, defy?
ing custom, and usually, at least, ac?
complishing his purpose. Practically
every autograph hunter in the British
isles, chiefly among the feminine sig?
nature hunters, has his name between
tho covers of an album.
Hawker first attained world fame,
when in August, 1913, he attempted to
win the $25,000 prize offered by "The
Daily Mail" to the first aviator to
encircle the British isles in a hydro?
plane. The flight was to have been
made in seventy-two hours.
The daring aviator ascended from
Uban at 6:40 o'clock in the morning
before as great a crowd of spectators
as ever liad witnessed a flight there.
He traversed 1,043 of the 1.540-mile
course, remained in tho air for seven
hours and then f?-ll into the sea be?
cause of engine trouble. But he broke
several records and no bones by so
doing, and the judges decided he had
accomplished almost as much for avia?
tion by his efforts as if he had com?
pleted the trip about the islanfls.
"The London Daily Mail" agreed tc
give him a consolation prize of $5,00(
for his pains and he was awarded ?
medal by a group of aviators, who com?
plimented him upon his service to the
science of flying.
in competition with the greatest
aviators in Europe, Hawker won the
British Michelin prize for continuoui
flight. He created what in 1012 was i
new record by remaining in the air fo:
eight hours and twenty-three minutes
He has made scores of long dis
tance flights in Europe. He made tw?
new world records for long distance
Also he won a prize offered by an avia
tion organization in London in 1916 fo
hanging up a new world's record fo
altitude. He reached an altitude o
28,500 feet under an official test.
Martinsyde Mishap
Not Unexpected
Experts Always Doubter
Whether Small 'Plana
Would Cross in Safety
Neither of tho Martinsyde fliers
whose machine was smashed at th
start yesterday, set out on their ad
venture with eyes closed to the danger
that confronted them. That they es
caped with as slight injuries as earl
dispatches indicate came more as
surprise to thoso who had watched th
flight than otherwise.
Before Captain F. P. Raynham an
Captain Morgan took to the clouds o
as near to them as they got yesterda
wagers were bein?r made as to thei
ability to negotiato the trip or an
part of it without tho loss of tho lif
of ?t least one of tho two. Tho odd
always wore in favor of death rathe
than the survival of tho fliers.
A dispatch to The Tribune April 1
said:
"Spectators believe the chances c
tho Martinsyde men escaping doat
aro very slight, owing to tho smallnes
of their machino, the lack of a boe
or other life saving apparatus and the
strain on the occupants during the long
journey."
But Raynham, who had faced death
in many forms so often as to have be?
come contemptuous of it, belittled
these pessimistic forecasts of disaster.
He said the dangers of flying over
water were not as great as those of
flying over land, that he had remained
in the air longer while flying over land
than would be required on this voyage
and that he had a feeling that he
would make the flight without diffi?
culty.
"If we fall in the water there is not
the danger of being dashed to pieces
that always confronts one in a fall on
the ground," he said. "Besides our
rubber suits should serve to save us
if we fall into the water any distance
from the boats."
-??-???
Destroyers Fail
To Find Trace
Of Lost NC-3
Continued from pup?1 1
northwesterly wind and rough seas
prevailing."
The members of the crew of NC-3
in addition to Commander Towers are:
Commander II. C. Richardson, Lieuten?
ant D. N. McCulloc?h, Lieutenant Com?
mander R. A. Lavender and Machinist
L. R. Moore.
British Ministry
Reports Sky Clear
LONDON. May 18.?-Meteorological
condition^ favorable for a continuation
of the transatlantic flight of the Ameii
can naval seaplane NC-1 fron?, the
Azores to Lisbon are reported by the
Air Ministry to-day. The statement
says :
"Conditions generally are favorable
for continuing the flight to Lisbon.
The barometric pressure is falling
somewhat in the Azores. There is
mist at Ponta Delgada, but the winds
are light and westerly.
"Conditions on the direct Atlantic
route are improving."
TONTA DELGADA, May IR fBy The
Associated Press). The NC-4, which
arrived safely at Horta Saturday morn?
ing, reported that, the weather there
early to-day was unfavorable for a con?
tinuation of the flight to Ponta Del?
gada.
At 11:15 o'clock this morning
nothing had yet been heard from the
NC-3, reported lost in the fog off
Fayal.
The cruiser Columbia at Horta,
Fayal, reported shortly after noon that
she had intercepted messages passing
between destroyers to the effect that
the missing seaplane NC-?1 had been
forced to alight between Stations 17
and 18, where the seaplane was last
heard from at. 9:1") o'clock. Green?
wich time, Saturday morning. The
Columbia reported that destroyers
were searching for the flagship of the
seaplane fleet.
A wireless message from the destroy?
er Harding said the destroyer Fairfax
was towing the NC-1 into Horta. The
<?rew of the NC-1, headed by Lieuten?
ant-Commander Bellinger, are expected
at Horta to-night on the steamship
Ionia, which rescued them ninety-five
miles west of Fayal.
The NC-1 was found'by the Harding
thirty miles from the point where the
crew abandoned it at 10 o'clock Sun?
day morning. The Harding reported
the right wing and one pontoon of the
NC-1 were damaged and that a pro
; peller had been broken.
-
The steamship Ionia is probably the
Greek ship of that name. It left New
York May 4 for Norfolk. Arriving 'at
Norfolk May 6, the Ionia departed
; the same day for Gibraltar and would
| have been in the path of the trans
; atlantic flight.
British Bow to U. S.
Fliers;PityOwnMen
Grahame - White Says
Flight to Azores Is Ob?
ject Lesson to Admiralty
LONDON, May 18 (By The Asso?
ciated Press).?Claude Grahame-White,
the aviator, although not unduly sur?
prised that the Americans succeeded in
accomplishing the most dangerous part
of tho transatlantic flight. say_ he is
thoroughly delighted with the great en?
terprise shown. He says that the
flight is an object lesson to the British
authorities because, as far as the
British machines are concerned, the
flight means life or death, as there is
no chain of destroyers to pick them up
if they meet with an accident.
.1. A. Whitehead, managing director
of tho Whitehead Aircraft Company,
says that irrespective # of nationality
the great feat of crossing nearly 1.100
miles??, of open sea marks a tremen?
dous era in the progress of aviation.
The Americans, he says, had the ad?
vantage of a patrolled course and,
therefore, the probabilities of life and
death did not enter into their calculo
tions as they must with the British
aviators.
The American flight was a good one
in the opinion of Colonel V. L. Hen?
derson, a pilot and member of the
House of CommonB for Glasgow, but
with a trail of destroyers was com?
paratively easy and without risk to the
airmen. He added:
"It makes one sad to think our me:i
should have so little practical assist?
ance from the Air Ministry. Even the
Americans admit our men are as good
as theirs. There is no doubt our ma?
chines are better."
G. Hold Thomas, an authority on
aeronautics and who was identified
with several flying feats some years
ago, attributes the American success
to "organization" and "national effort."
; He added that criticism of the Admi
! laity is not helping the British con
? testants. He said his suggestion that
) destroyers or even captured German
I submarines be placed along.the route
i from Newfoundland to Ireland ? met
i with the response: "The expense, is
; loo enormous."
Mrs. Hawker, wife of Harry Hawker,
?the Australian aviator, said: "Our
! boys have had no help at all, Even
, the weather reports are unsatisfac?
tory."
Lt. Parsons Doubts
Sea Trade in Air
Pranks of Ocean Must Be
Tamed First* He Says;
Praises NCs Exploit
The feat accomplished by the NC-4
in its successful flight from America to
the Azores will go down in history as
one of the most daring exploits of the
air, but it is extravagant to ,think
it opens new vistas for commercial
ocean flying, in the opinion of Lieu?
tenant E. C. Parsons, a noted aviator,
who passed three years at the front
and has fifteen German machines to his
credit.
Lieutenant Parsons joined the La?
fayette Escadrille in 1915 and became
a member of the Guynemer flying corps
when the former organization joined
the American flying forces. He wears
two French and two Belgian decora?
tions. When seen at the American
f Fownessilk iW^
gloves will M?5
not disap; SS^W
point. Their
III, style is apparent?their
fit and durability a
*h pleasant surprise.
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GINGER ALE
: *"
! Flying Club. 297 Madison Avenue, yes- j
? terday, he differed with Major Thomas
1 S. Baldwin, who declared in The Trib?
une yesterday that the achievement
j of the NC-4 marks the beginning of
, ocean travel by air on a large scale.
"I regard the feat of the NC-4 as
possibly the most remarkable flying
exploit in the history of aviation," he
! said. It was, however, a combination
lof daring, good luck and careful prepa
I ration. Without the lane of American
! destroyers it is questionable whether
I the feat would have been accomplished.
"As far as making airplanes for pas
1 senger and freight, carrying- is con
I cerned, that is quite without the
bounds of probability. I understand
that hundreds of thousands of dollars
have been expended by the Navy De?
partment in preparation for the flights
of the NC machines. The cost is too
great to make the use of airplanes
across the ocean for commercial pur
I poses profitable."
Sees Future for "Blimps''
Lieutenant Parsons was of the
opinion that lighter than air machines
| stand a much better chance of becom
I ing ocean carriers than heavier than
air craft. He believes the "blimp"
balloons eventually may be perfected
to permit their use in passenger travel
across the Atlantic.
Lieutenant Parsons thinks the at?
tempt of Harry Hawker, the British
aviator, to cross the Atlantic is "noth?
ing short of suicidal."
"If Hawker succeeds," he said, "he
will have accomplished something in
the way of daring which no human
being ever achieved. But frankly I
| do not see how he can do it. He has
1 none of the protective and guiding
1 features of our NC 'planes and dropped
! his wheels when he left Newfoundland.
! Fven if he should succeed in crossing
j he will have a pretty tough time of it
, ir landing on the Irish coast. It is the
most devilish-daring thing any aviator
ever attempted."
Air Route Maps
Over Sea Needed
Now that aero flights have been ex?
tended over the Atlantic dis?
tance and with an ease which seems !
to assure .future flights over seas in all
directions, aeronauts are considering
two important projects: mapping of '
aerial routes over the ocean, as }hey
are now being mapped over land, and
establishment of larding fields with
special reference to convenience of out?
bound and incoming transoceanic air?
craft.
To the average landlubber the sky
may seem sufficiently clear of obstacles
to need no special road marking. It
used to be the feeling of the early aero?
naut that once in the sky he needed
no guide posts, but could fly in any
direction with complete freedom.
Although this remains true in a
sense, it has been found convenient
and practical to map out air routes
which are just as definite as ocean
routes for steamships. It was found
that if aeroplanes were to travel long
distances and land without loss of time
well mapped routes would have to be
provided and regular supply stations
established.
41,058 Miles of Sky Roads
The work of mapping the routes for
the United States army was intrusted
to Captain Archie Miller, of the Divi?
sion of Military Aeronautics, whose
work comprised the projected laying
out of 44.0S8 miles of sky roadways.
More than 75 per cent of this work
already has been accomplished.
As flying over the ocean, accelerated
by the success of the flight to the
Azores, is extended, it will be neces?
sary, in the opinion of experts, to map
the routes over the ocean just as they
are now being mapped over the land.
Landing Places Essential
First consideration will be given t(
distance; aerial routes will be selectee
with special reference to the nearnes:
of land points between which the
flights are to be made. Then will conn
I the question of providing possibl?
landings in midocean. It would not b<
practicable to mark each air routs
with a line of warships, as was dont
I in the case of the United States nava
'planes.
Aeronauts believe ocean flying wil
develop non-stop flying and that in 1
! short time a flight from New York t<
j any part of Europe will not be consid
? ered unusual. But meantime, to pro
tect the fliers and to help develop non
j stop flying, some means must be foun<
; to extend help to any machine tha
; might have to come to the surface o
the water in midocean because of ?
mishap.
[ It has been proposed that one trans
j oceanic air route be mapped out as ai
I experiment?probably the route fron
? Newfoundland to the Azores. The idei
i is to mark the route with floating sta
t.ions where supplies of oil, gas am
j airplane parts may be had. Scientifi
i data from the men who are now flyinj
the Atlantic will be awaited to deter
mine whether the weather and air con
ditions over this route warrant its be.
Income Tax Bills
The Governor has signed the
New York State Income Tax
Bill ?and the Corporatif.?
Franchise Tax Bill. n
These two bills have no?
become laws and are of interest
to lawyers, residents who have
an income ol $1,0C0 or more
non-residents doing bukest
or employed in the State and
employers of non-residents,
Following our usual custom
we have prepared copies o?
these bills and copies may be
had on application at any of
the offices of the Company.
TiTlE GUARANTEE
X TRUST C9
Capital $5,000,000
Surplus $11.000,000
?76 Broadway. ? 137 W.l25ih5t, 370 ?? M^tha J
175 Remsen Street. Brooklyn i
350Fulton St. Jamaica 67 Jackson Av?.l_l??l
90 Bay Street. St.Ceor??. Staten IjUi*
ing selected as a permanent ii,
roadway. w
Flight Recorded
On Log of Navy
Government Advices Re,
port All D?tails of the
Movements of 'Planes
Se ir York Tribun,
u ashlngton Bureau
WASHINGTON, May 18.- The log e{
transatlantic flight, bused on advicej
received by the Navy Department fol,
lows;
8:64 a. m. from Admira! Jackson)
"Following received from NC-4?
Weather conditions unfavorable, w?j
rot attempt flij is morning. 031J
(4:31 a. m. New York time'.
9:37 a. m. Crom Admiral Jacksori
"No information regarding NC-3,
Have directed de troy? east of fa.
tion ship l(i to ind report.
10418 (6:40 a. m. New York time.")
From Admiral Knapp, at hond?n. re.?
ceived 12:35jp. m., May 18: "Folio*
ing received from British air mini
try: 'The air cou il that yo
will communicate to the United S:a
Navy Department their congratulait!
en the sue? . the th
navy seaplanes from America to t
Azores and their good wishes fort
successful ci of the trani|
atlantic flight.' "
Following received from U. S'. {
Harding from Ponta Delgada at 3:5i
p. m. "Report 'plane NC-1 broke:,
lower 'planes badly damaged; pen'?:
Continued on next page
Bangkoks from the
Philippines ? especially
light and comfortable,
$7 to $16.50.
Plain sennits, preferred
by Correctly groomed
New Yorkers, $3 to $5.
Straw-flex self-con form?
ing hats add much to
one's comfort, $4, $5, $6.
Italian Leghorns, al
w a y s appreciated by
judges of quality,
$6 to $8.
Fancy Italian "Rough
and Ready" Braid; a
feature at $4.
Japanese Corded Braid
in Straw-flex self-con?
forming Style, $5.
Japanese Sennit Braid?
a Style of unusual at?
tractiveness, $4.
Straw Hats suiting the requirements of
the well groomed New Yorker are ready
today in nine Weber & Hcilbroner Hat
Stores.
With characteristic thoroughness we
have assembled only such styles and
braids as are Correct according to Met?
ropolitan precedent.
Here is a Straw Hat stock totally Correct
in every f?ature?and yet, a Straw Hat
stock in which individual preference
may be precisely suited.
At the left we picture a few of the styles
that are especially interesting. There
are many others, including Bangkoks,
Baliluke^, Panamas, Milans, Mackinaws,
etc.
$3 to $25
\rVeber c^Heilb-Dner
Clothiers, Haberdashers and Hatters?Eleven Stores
?241 Broadwav*345 Broadway ?775 Broadwav ?1185 BroadwU1
???4th and Broadway 1363 Broadway 58 Nassau "150 Nassau
?20 Coitlandt ?30 Broad *42nd and Fifth Avenue
?STRAW HATS AT THESE STORES
A