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Give Women a Chance I • '• '• ■ | in the Air , Pleads Amelia Earhart Eternal Bogie of “Feminine Nerves" Long Since Dispelled, Asserts Famous Airwoman, and Fair Sex Entitled to More Opportunity in the Sky. • . BY EVE GARRETTE GRADY. A RE women being discriminated against /§ ill aviation? Is society pushing men ZJ forward and holding women back in / M the great modem conquest of the air? | Miss Amelia Earhart, the first woman | to fly the Atlantic and perhaps best qualified I to sp-ak authoritatively in behalf of her sex, I says emphatically that they are. Despite the I fact that women are rapidly overcoming the I Inbred timidities which civilization has im- I posed upon them, despite their widespread in- I terest in flying and the future it holds for I them, they are still bound by the chains of artificial difference between the sexes. She 1 says: ‘‘Women can qualify in the air as in any other sport. Their influence and approval are vital to the success of. commercial aviation. I Women and girls write to me by the thousands to learn the truth about aviation and what I women’s-chances are. There is nothing in woman’s make-up which would make her in- I ferior to a man as an air pilot. The only barrier to her swift success is her lack of op || portunity to receive proper training. “Society has imposed unjust distinctions in the education of the sexes. Regardless of a I woman’s natural inclinations and talents, she has been assigned summarily to certain pre i scribed courses of study in public and private schools. Sewing and domestic science are made B compulsory for schoolgirls whose propensities ■ are wholly in the direction of things mechani- I cal. Women have an abysmal ignorance of mechanics and engineering through no fault ■ of their own. However, the importance which mechanical I laber-saving devices have assumed in the I average American home is beginning to open If the eyes of even the most helplessly feminine woman. She is beginning to realise that to ■ keep in tune with the march of modem prog ress she must have some very definite me | chanieal knowledge. “She realizes that it is important to her I comfort, her efficiency as a worker and a I buyer that she learn what makes the wheels ■: go round. It is my firm belief that the woman’s I interest in aviation—backed by the strong opln- I ions of an air-minded generation of school- I girls—will bring this question of unfair and B unjust discrimination between the sexes as re ■ gards education with reference to vocational I aptitude directly Into the open and definitely Sura away fallacious barriers.” ■ X/f ISS EARHART strode up and down the H * office, her hands boyishly thrust deep in H the pockets of her trim tweed suit I had ■ found her at the trophy-cluttered desk of her ■ publisher, George Palmer Putnam, performing H one of the duties of a celebrity and an autbpr, I beading huge piles of fan mail. ■ Tim aviatrix is tall and slender and wean ■ clothes with distinction. She has the unaf fected simplicity of a real person and a dls- I arming, friendly smile. She prefers a coat of tan and a few freckles to rouge and lipstick. ■ One hates to be banal, particularly since her twalses have been sung from coast to coast, H but it must be set down as my firm conviction B that no description of Amelia Earhart is ade ■ fauate without the statement that she represents that which we like to think of as best and ■ truest in our women. In other words, Amer ■ • lea’s “first woman flyer” is the real thing. “Commercial aviation is a bustling industry, but at present it is making little or no effort to enable women to secure the training and experience required of an Industrial pilot on bne of the regular airways,” she said. H “The Army and Navy training schools, which H hre among the best, are, of course, closed to Vomen. Some of the large transportation com panies conduct theirown schools for pilots. They are excellent, but there, too, women are barred. “Sooner or later the big air lines must enlist Women's intelligent co-operation, because with out them aviation cannot hope for success. One has only to study the history of the auto- I inobile industry to recognize the truth of what t Bin saying. “Twenty years ago the idea that woman fcould learn to drive automobiles was considered ■jS-Mj Preposterous. The eternal bogies, feminine nerves and physical weakness, were advanced tos final and conclusive arguments when all fathers failed. And strangely enough, today, in the face of superlative proof to the con trary, one sees these same threadbare, bromidic t arguments solemnly dusted off and brought forth again to be used against woman avia tors." Miss Earhart smiled. “I doubt if men will ever believe that there I Is no such thing as feminine nerves as opposed g| j to nerves of the masculine variety. Yet, If THE SUNDAY STAR, WASHINGTON, D. C., SEPTEMBER 22, 1929. anything, virtually all of woman’s experience and training has been ol the sort to give her nerves of iron. No*man could endure for a half hour what is just part of a day s work to a woman—cooking a dinner with one hand, rocking a cradle with the other, at the same time keeping a watchful eye on sonny and sister, who are probably very much underfoot. Certainly the performance of young business women in our great qlties is a daily tribute to their ability to thrive under the tension of noise, big business and high-pressure work.” Miss Earhart has noted a growing interest in aviation on the part of sportswomen throughout America. “The woman who likes to play a good game of golf or enjoys riding to the hounds has found flying one of the most enthralling of all sports. Now that manufacturers are market ing little sport planes with light engines—par ticularly easy for a woman to handle—aviation country dubs are springing up everywhere. It is only a question of time until woman golf teams will adopt travel by air from one country club to another for competitive matches as a matter of course. It should prove to be a highly advantageous mode of traveling for tournament players, because it is diverting and relieves the player of a great deal of the last minute tension and nervousness which trans portation by train or automobile aggravates. “Since the opening of the Transcontinental Air Transport Service, traveling by plane has begun to have a tremendous vogue among • fag lipr jS§! mr .r W&fiteW- 1 Ruth Elder, of transatlantic fame, and one of the leaders among women pilots. women. The cleanliness of traveling by plane Instantly appeals to them —no dirt, no cinders, no mussy, disheveled clothes. Women are in nately fastidious, you know. They are also attracted by the friendliness of air traveling. Plane passengers consider that they have a common bond of experience. They waive the customary formalities of the more earthy means of transportation, it all becomes much more interesting; at least, the women think so. "The fact that air transportation is the swiftest is also beginning to have as much weight with women as with men. A number of smart women on the West coast find that Mfcljfflra 1b : jm*WA JHH| jKHHfira siS#i Some of the contestants aiul trophies awarded in the recent Santa Monica io~Cleveland air derby. In this particular race woman pilots were given a chance to proto their mettle. Amelia Ear hart, who believes that woman's interest and cooperation are as necessary to the development of aviation as they were to the automobile) industry. Thus, she pleads for more schools to train woman pilots. by slipping off to New York by airplane they not only steal a march by being the first to appear with the news of the latest Fall fash ions. but the novelty of being an "air shop per” has Its practical advantages. Os course, movie people who are obliged almost to com mute from coast to coast consider the trans continental air service an answer to their prayers. % “Many women feel, and quite rightly, that they are advancing world progress by confining their efforts to aviation’s fringes. Although many of them have never been in an airplane —many say they wouldn’t be paid to enter one —still they are turning their hands to the task of making landing fields more attractive—most of them are extremely barren, If not actually unsightly—and, what is more important, work ing out air-road marks for flyers. It is nice when one is flying 100 miles an hour over strange country to know the names of the different towns and cities over which one hov ers. A number of women's clubs have done excellent work in this respect I cannot praise too highly one club where the women them selves got out and painted the name of their town on one of its buildings In huge bright letters as a guide and greeting to flyers. "I think there is no doubt about the average schoolgirl being air-minded. I receive so many letters from girls of 15 who bewail the fact that they are obliged to bootleg their airplane rides because their parents forbid them to go up. Although I cannot exactly commend it, their conduct shows a very definite trend. Many of them say they want to make aviation their 'life work.’ All are anxious and willing to study to prepare themselves to be expert flyers. "Still, I regret to say, they are being re tarded, held back. .But the pendulum is swing ing. Women are determined to be an integral part of aviation. Speed the day when the announcement is made of the first aviation training school 'exclusively for girls'.” JJORN in Atchison, Kan., Amelia Earhart lived there until she reached high-school age. When the United States entered the World War she was at Ogontz School, in the suburbs of Philadelphia. Her sympathies were aroused by seeing four soldiers on crutches while she was visiting her sister in Toronto. She dropped school and started training under the Canadian Red Cross. Her first assignment was at Spadlna Military Hospital. At the end of her hospital career Miss Ear* hart Joined her father and mother in Lo* Angeles. It was in California that she first became actively Interested in aviation. In 1920 she established the woman’s record lor altitude. She holds the first international pilot’s license issued to a woman. After some time in California, Miss Earhart decided to return to the East. She sold her plane for a ear. After a Summer at Harvard she joined her sister in teaching and doing settlement work in Boston. Her Interest was soon reawakened in aviation and she became a member of the Boston chapter of the National Aeronautical Association and was ultimately made vice president. After her return from the transatlantic trip she was made president —the first woman president of a body of the N. A. A. Until her epoch-making flight. Miss Earhart continued as a worker at Dennison House, Boa ton’s second oldest settlement. At present Miss Earhart lives in New York. That is, when she is not flying about the country as assistant to the general traffic man ager of Transcontinental Air Transport, with which organisation Col. Charles A. Lindbergh is also associated. She is also aviation editor of a monthly magazine. It is characteristic of her that in her book, “20 Hrs. 40 Min.” which tells the Intimate story of her flight across the Atlantic In the Friendship, that she should say time and time again throughout the narrative that the entire credit of the magnificent exploit should go to Wilmer Stultz and Louis Gordon, the men who piloted her. Not long ago Miss Earhart explored the bot tom of the ocean off Block Island as a deep-sea diver. The first time she went down her diving suit leaked, but, nothing daunted, she made another try the next day. When she came up, after being down more than 20 min utes, she said: “It is nothing at all. Plenty of women have been deeper and stayrd longer.” (Copyright, 1920.) St ran'berry Crops Regulated TT took one unprofitable season to teach the strawberry farmers what they ought to do to assure themselves a fair return on their prod uct, but unfortunately they didn’t do it hard enough, so this year they are out to see that they take a longer step in the right direction, curtailment of output. During 1928, with 205,000 acres bearing fruit, prices were so low that at the height of the season growers did not even bother to pick much of their crop, leaving the remainder to rot on the vines. To correct this situation, they cut back production to 197,000 acres, but bumper crops continued the situation, so for 1930 the plan calls for a still further reduction to 183,000 acres. The principal four States to produce berrie* commercially are Arkansas, Missouri, Kentucky and Tennessee.