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!YY FfieG ermans in / / / ni l h ' n " l0nths the United States vice în V t *^° battle Planes in ser emLl , T^- The Planes will he tmr PPWj Wlül Am '' ri can motors of 250 horsepower, capable of driving them at s P ee<1 of 100 miles an nour. Furtliermore, these motors will e constructed principally of aluminum and will be of less weight per horse ower than any airplane motor here . ,, , ore hullt. Thu» the plans of the adopted bTtî >° w thö . C0UndI of natl °nal defense, Ι ir n » r ^ ,;partmenl nnd financed by summatV " & falr WRy tu be ^'edlly con the ^ ashington correspondent of the Kansas City Star, who signs himself -II. J. H.. went to Dayton. O.. to Interview one of the ,^Tn ° f thU alrplane u, "' ut America's grlat ? 525^. P lanntd to -blind" the German below \t Jit aS 0t the repom>r ' 8 story are printed ls d inc ln th 9 ""f detalls of wl >nt Uncle Sam birds — th<i product,OÜ of an army of man blndJof^h m . a . n , Juni P ei1 an 'l caught the propeller blade of the biplane and gave It a pull. It turned half way around and stopped. He repeated the performance two or three times. Suddenly there was a roar and the propeller became a blur. It wag a hot morning in Dayton and the breeze from the revolving propeller fan looked refreshing. The plane wasn't going up. It was blocked on the ground and they were merely trying out the engine. I stepped forward into the breeze. "The power isn't turned on yet.'' said Orville >\ right, at my side. "It won't be so pleasant here when it Is." The roar turned into thunder. The ground seemed to be blowing away in a cloud of dust. We grabbed for our hats and retreated. "Just one of the training planes," Mr. Wright explained. "Only a hundred horsepower." Of no Importance on a bnttle line, perhaps. But one of the gathering squadrons that even now are beginning to cast a faint black shadow across the German horizon. For this field, with its four square miles, is to be one of the great centers of the aircraft work which is relied on to turn the scale of battle on the western front. And there at one end of the field, which has been named the Wilbur Wright field, in honor of one of the two brothers who invented the airplane, is the little, weather beaten shed which was used by the brothers as the hangar for their original plane, only thirteen years ago. It Is just a plain shed, and beyond it stretches the Imposing line of hangars off into the distance— pretty nearly two miles of buildings, calculated to house the 240 planes that are to be assembled In the field eight miles east of Dayton. And, yet, it is fittingly preserved as a memoriul to the days when air flight was being slowly and painstakingly developed by the daring scientific genius of the Wright brothers. In Washington I bad talked with the men whose imagination had conceived the great 640-million dollar aircraft program, and who are now in charge of its execution. They are engineers and executives, not practical aircraft men. They know America's industrial and engineering resources. Their enthusiasm is contagious. I went to Dayton to talk with the world's fore most aeronautical engineer and to learn some of the difficulties that must be overcome before we can put out the eyes of the Germans in the air, ■organize our surprise attacks, destroy the enemy communications and blow up the Krupp works at Essen. Orville Wright Is a man of 46, of medium size. Modest and unassuming, he gives the impression of independence in thought and action. He is deliberative in manner, well-organized, perfectly controlled, clear thinking. "We can do the job," he said, as we drove to the aviation field. "And it's worth doing. It offers us the one big hope of winding up this war next year, instead of permitting It to drag along for years to come. All our information is that Ger many and the allies are keeping about nn equal number of planes on the battle front. We cun't be sure, but their resources in building seem about equal. Each side probably has about 3,500 planes in active sendee on the western front, aside from their reserves and training planes. "If we were in a position to put several thou sand planes, manned by trained aviators, on the western front today, we might bring the war to an ^fetly end." ^rBy using the planes to extend the range of artillery, and bombing the enemy lines of com munication and his munition plants and naval hases 7" . , , '•Possibly, to some extent. I am not particularly sanguine over bombing, and I do not believe other flyers are. The men who have never flown are the most enthusiastic over the possibilities of dropping bombs. The antiaircraft guns keep the flyers at a height of above two miles. Anyone who has ever flown at that height knows the tre mendous difficulty of hitting a target There is nothing for him to gauge his speed by. The bomb drops through air currents moving in different di y récrions which deflect it rections from Its course. "The Krupp works at Essen offer a large enough target so that squadron of airplanes might be able to put them out of business. Other plants might be successfully attacked. Under favorable conditions other bombing operations might be carried out successfully. But my idea of the effectiveness of supremacy in the air is along different lines." "Which ones." "In other wars the element of surprise has de termined the outcome when the forces were of approximately equal strength. The general who could mass his men so as to fall on a smaller force of the enemy won the battle. The airplane has «topped that. Now a commander on the western front knows exactly what his opponent is doing. There is no chance to mass men for surprise n K c 7 attacks. Consequently, we have the present dead lock la France. What we must do Is to drive every enemy air plane out of the air. By doing this we not only prevent the Germans from knowing what we are doing, but we also cripple their artillery, for ar tillery fire has been directed by the airplanes. Then we can plan surprise attacks and can drive the enemy back. In modern wurfure the side with out airplanes Is at a hopeless disadvantage. When we gain complete command of the air, when we have literally smothered the enemy airplanes, we break the deadlock and win the war. 'The airplane has pro duced the deudlock. The airplane can end It." "How soon can ^ hope to do this?" "We have the best men in the country at work on the problem. But people must not be impatient If at first our progress seems slow. Only men who have tried It know the difficulties of building a hlgh-power airplane motor." In the matter of personnel. It may be noted, our aircraft promoters believe we have a great supe riority over the rest of the world, for this reason: It takes an exceptional sort of man to make a good flyer. He must be quick-witted and have the steadiest sort of nerves. Otherwise, he comes to grief and smashes an expensive machine. Men of this type volunteered extensively in Britain and Canuda early In the war. They constituted the armies that went Into the battle line without adequate artillery protection and so were largely destroyed. The same forces operated to destroy the strong and vigorous young men of France and Germany who would have made good aviators. So today America is the greatest reservoir in the world of the right sort of material for the per sonnel 'of the aircraft service. While the other countries are having difficulty in getting proper men for flyers—England has Invited us to send men to her aviation schools because she cannot keep them filled—our problem Is merely to train them and provide them with equipment. I asked Mr. Wright what speed plane we might "xpect to develop. "It is a complicated problem, the limit of useful speed," he replied. "A good many reckless state ments are made on the subject by persons with vivid Imaginations. It Is safe to say there are machines on the western front that can make 130 miles an hour. So far as speed Is concerned there are no Inherent Impossibilities In developing a plane that might make as high as two hundred miles an hour. The difficulty Is In the landing. "A machine's landing speed Is about half Its maximum speed. That is, If a plane Is designed to make a speed of fifty miles an hour Its wings will not sustain it In the air If It travels slower than twenty-five miles. It must be moving at a "peed of at least twenty-five miles an hour to make a successful landing. So a plane with a speed of 130 miles an hour cannot land at a speed of much less than sixty-five miles." From the field we drove to the laboratory. It Is simply a development of the crude shop In which he and his brother together worked out the problem of air flight. The airplane was no lucky find. It was not developed by rule of thumb. Wilbur and Orville Wright, sons of a Dayton United Brethren bishop, after getting through high school, set up a bicycle repair shop. They had a natural taste for mechanics and for sports. Twen ty-one years ago they became interested in the ex periments of Lllienthal, the German experimenter, in a glider. His death attracted their attention to his work. For two years they worked on data and "laws" that other investigators had produced, only to find that the work so far done was worthless. So in their own shop In Dayton they devised a "wind tunnel"—a chute through which an air blast was driven by an electric fan, and set to work measuring the resistances of curved sur faces by a wonderfully ingenious method of their own devising. By a long series of exact measure ments and elaborate mathematical calculations in volving sines and cosines and such, they worked out the problem of the curvature of the planes and of the propellers. The problems of balance were enormously in tricate. But these, too, they solved. They were pioneers. They had to discover the difficulties and then find the way out. So they had to de vise the methods. It took unlimited patience, resourcefulness and hard thinking to win success. Both the brothers were primarily scientific men. They were impatient to devote themselves to the scientific side of furthering the development of aeronau tics. But they necessarily had to finance companies, fight patent suits and con duct the business of estab lishing a new Industry. Wilbur Wright died five years ago. and in 1915 Or ville Wright was able to dis pose of his business inter ests and devote himself to the scientific work where his heart has always been. In his well-equipped laboratory in Dayton he is now conducting two lines of work which will be of Immediate value in the great aircraft program planned by the government. One is the measure ment of the air resistance of curved surfaces ; the other the development of a stabilizer to make the control of the airplane more nearly automatic. Other aeronautical laboratories the world over have made these measurements of air resistance, but the figure* have sometimes been as far as 100 or 200 per cent apart. The results obtained by the Wright method fourteen years ago proved sub stantially accurate, and now Orville Wright Is taking up the work where he left it off. "I hope to proride the propt-r measurements for a hire* variety of planes." he said, "so that in building different sorts we shall not have to de pend on cut and try." The stabilizer i* an intricate device by which the action of a revolving fan holds the airplane steady. "We can set the stabilizer," 'ho inventor ex plained. "in such a way, for instance, as to keep the plane moving in a circle, leaving the pilot free to use hi* hands for making photographs." The stabilizer lias been tried out successfully, but needs further refinements so as to do away V'itb the need of daily adjustments before Mr. Wright is willing to put it into service. He is 4 i ^3 O ) on intimate terms with members of the govern ment's aircraft production board, and all his re sults are at the disposal of the government for the prosecution of the war. He has great expectations of the development of aircraft In practical use ufter the war, when thousands of trained flyers shall return to civil life, and when we shall have enormous factory capacity for turning out the best machines in the world. But that, again, is another story. ,5 The Joy and Chivalry of Air Fighting. Flying has become as much a matter of routine In war as marching on land or steaming on the sea, and men are ordered to fly. at fixed hours and for stated periods, as though flying were a natural act, and not the organized miracle that it really Is. A correspondent of the London Times writes In terestlngly about It, saying: Out In France the last chivalries, the last beau ties of battle have taken refuge In the air. From the labors, butcheries, miseries, horrors and ush plt desolation of the earth, the fighting romance of war has taken wings and climbed sunwards, There alone combat Is Individual, visual, decisive. -There alone has the combatant to rely solely on himself. There alone Is the battle decided not through veils of distance, between impersonal and unknown hosts, but wing to wing and face to face. There alone are the rare courtesies of warfare still possible; it was a British squadron that suggested, and a British air man who executed, the dropping of a funeral wreath over the German lines as a tribute to the air-warrior Immelmann. And there alone can in dividual skill and courage have their swift reward. For one flash, between a dip and a. climb of bis swallow flight, the fighting airman may catch the glint of his opponent's eye, and, if the momentary burst of lire be truly directed, see him crumple up In his seat and the nose of his machine dip and begin its fatal spinning dive, while the victor soars up again to safety and solitude. And what a solitude Is his ! From the moment in the airplane when the mechanic has given his last heave, and the last curt verbal exchange, "'Contact, sir'—'Contact,'' has been given, aud the engine sets up its mighty droning song, the airman is alone, submerged in that roaring music, deaf and dumb. For perhaps a minute he sits there testing his engine, fingering his levers, as suring himself that all Is well ; and then, as the drone sinks to a hum, he makes his last communication — the characteristic quick outward wave of the hands and arms. The chocks are pulled away, the hum rises to a drone, breaks into a roar, and he Is off, bump ing over the uneven earth until his speed gives his wings their life, the rough ground is shed away from beneath his feet, and he rises into the sudden peace of the air. r y V The "peace of the air" may seem like a con tradiction in terms in war time; but it is the supreme sensation of fair-weather flying, apart from flying and fighting. Once you have got your height, whether it be a thousand or ten thousand feet, you seem to be absolutely at rest—at rest in sunshine and a strong gale. Xhe dim carpet or map beneath you hardly moves ; and although the trembling fingers of the little clocks and dials before you witness to the fluidity of your element and the tenderness of your hold on It, yet the only things that do not seem to move are the wings and stays of your machine which surround you, a rigid cage from which you look forth upon the slow-turning earth or the rushing clouds. It is not until the engine has been shut off. and you begin to plane in mighty circles toward the earth again, that you get, in that de licious rush down the hill of air, any sensation of speed; and not until, a moment before landing, you skim over the earth at 80 miles an hour, that you realize with what pace you have been rushing through the airy vacancy. ft But these are the sensations of mere joy-riding Ten or twenty minutes may take the fighting pilot to his station in the air over the enemy's lines. How puny the absurdity of the greatest war of | as he sits In the breeze and the sun, high above It all ; the danger to him Is not down there, although to ascend Into his remote sphere he has to pass through the zone of anti-aircraft fire; bis own particular enemy is the German fighting ma- j chine which may come down to harry or destroy the observer, and which he must himself attack the moment It makes Its appearance. Between these two he watchfully patrols, and all this time, although a battle may be raging beneath him, he hears nothing but the strong, rasping hum of his engine. He files and fights alone. in RAVAGING A WASTED COUNTRY. The daring of the American girl of a century ago an«l the Frenchman's traditional habit of yielding to the will of "the ladies" form the fabric of an amusing bit of family record that Mr. William Allen Butler gives in "A Retrospect of Forty Years." My aunt. Mary Allen, having spent sorne France, was proficient In her knowledge « f the French languag- and manners, he say--. r>n a Visit that she paid to Lafayette, who was rdwr v* exc< ling y court* s t Arnei ns, she t that -he had a great favor t<< If- ind;< •»-] that L • would grant it, and she begged him for a look of his hair. "Madam." said the general. "I w- nr a But t ■ show hi- willing!;«--* to ra«—• her -.vi-m.-, he pr«*p*to r■■neve t:.«- wig and !• • h- r ; ; : , , :.y remaining natural h she h« r* priât find. .She nccepv-d his offer and prov a g" 1 *• r*h*-r by getting a f-w • ; ■ she brought h« me. as a great treasur vided honorably with my mother. Each si-t-r carefully preserved her quota cf hadrs in a «1 .g. nd EXPENSE OF SAVING CALVES j | j j i I j ! ! Cost Just as Much to Raise Poor Ani mal as a Good One —Dispose of Culls Early in Life. Calf conservation looks like a good thing to many of the wiseacres, says the Farmer's Guide, but Is it? Cun the farmer afford to save the measly little specimens of bovinity that occa sionally appear In the best herds? There are always some culls that can not he turned to good account either as breeders or for beef. If every calf dropped were a high-class Individual that could he raised and fed econom ically, the situation might he different, j It costs just as much and sometimes j more to raise a poor calf as a good , , , one, and when you have It raised what Is It good for? Let the conservation ist go out Into the open country and visit a number of farms where he can get next to the actual conditions; then let him study up on the economy of beef production and he may change his mind. Most certainly It is wise to save the good calves, the kind that can be raised into profitable breeders, milk or beef producers, but the other kind had better be disposed of early in life before they have time to be come nn expense. SANITATION POINTS 1. Have the herd examined at least once a year by a com petent veterinarian. Promptly remove animals suspected of be ing in bad health. Never add an animal to the herd until cer tain it is free from disease, par ticularly tuberculosis. 2. Never allow a cow to be excited by fast driving, abuse or unnecessary disturbance. 3. Clean the entire body of the cow dally. Hair In the re gion of the udder should be kept short by clipping. 4. Do not allow strong-flavor ed food, like cabbage or turnips, to be eaten except Immediately after milking. Changes in feed should be made gradually. 5. Provide fresh, pure drink ing water In abundance. IMPORTANT FEATURE OF COW Good Udders and Teats Are Often Overlooked by Dairy Cattle Breed ers—Lack Wedge Shape. There is so much real satisfaction in the milking and handling of cowg that have good udders and good teats that it seems very strange that in dairy cattle breeding this Important Part of Splendid Jersey Herd. feature has been so much neglected end by this seeming neglect far too many cows have small udders and con sequently small, short teats. It will nearly always be noticed that sows with small udders, even In the best dairy breeds, usually carry too much flesh and lack that double-wedge shape which Is so desirable in the eyes of the modern and progressive dalry man. - TAINT OF MILK AVOIDABLE Unless some unusual food has been eaten, milk is delivered from the cow Unclean Utensils Are Common Source of Trouble—Particles Get Into Seams or Joints. free from taint. It Is also free from bacteria. Between the cow and the consumer it picks up a multitude of the latter and sometimes more or less of the former. The milk can Is a com mon source of both. Minute particles of organic matter get Into the seams or joints of the can, where they be come the habitation of countless bacte ria. Disagreeable odors arise as a re sult of the decomposition which en sues. Put your nose Into the mou*h of an empty milk can after it has been cleaned and Is ready to us e. It is never entirely free from o«!er. But th *re :s a distinct diff*-r«-r.ce betw. smell and a "foul" one. een a "« clean" HELFS GROWTH OF BACTERIA VVawn Milk Offe r s Splendid Medium for Growth cf Organisms—Handle Miik Carefully. The warm.m cow off- rs a * favoral le grow teria that ma; 1*.-*sea this dev be done as « possible and ■ f all kin : gain aec*'-* ' I paient miik; r-fci'.y tad «. the miik si r the To : 1 ai i be strained anJ se: away or separated. ■ ; k- n \ * -s usiiusy WOMAN'S LIFE Change Safe!y Passed by Taking Lydia E. Pinkham'* Vegetable Compound. Wagoner, Ok!a.~"I never get tired of praising Lydia E. Pink ham's Vege table Compound ipour because during Change of Life I was in bed two years and had two operations, but all the doctors and op erations did me no good, and I would nave been in my grave today had it Lydia V eg Com pound ■which brought me out of it all right, so m not been for Lydia E. Pinkham 's veg etable I am now well and do all my housework, besides working in my garden. Sevend of my neighbors have got well by tak Lydia E...... _ pound."— Mrs. Viola Finical, Wagon* ing Lydia E. Pinkham's Vegetable Com er. Okla. Such warning symptoms as sense of suffocation, hot flashes, headaches, back aches, dread of impending evil, timidity, sounds in the ears, palpitation of th* heart, sparks before the eyes, irregu larities, constipation, variable appetite, weakness and rfizziness should be heedea by middie-agei] women. Lydia E. Pink ham's Vegetable Compound has carried many women safely through the crisia. îhii Murray School Snpply (>»., B!on.n*n»m ai*. I*:**«, hftator* aha4ea. crayon «raser*. bi&rKboanl«, trtryihing. rpec.ai discounts ou uia-ü bus'neba. W. N. U., MEMPHIS, NO. 37-1917. dir« . Louis « lairns ■tory estimât« ',650 population j Granulated Eyelids. S«l«a, Inflamed Eye# relieved over night hy Roman Kyo Balaam. One trial prov< a Its m«-rlt. Adv. The world makes way f«»r the deter mined man.— <». S. Manien. WHY HAVE CHILLS AND FEVER? "Plantation" Chill Tonic Is guarao* teed ami will do the work In a wet-k. Your money cheerfully refunded by dealers if it fails after giving it Ê proper trial. Price 50c.—Adv. A Slow One. Mary—He'd make you a model hut band, my dear. Elsie—Yes, last year's model. MINNESOTA DRUGGIST PRAISES DR. KILMER'S _SWAMP-ROOT I believe you have a splendid, reliable kidney, liver and bladder medicine in Dr. Kilmer's Swamp-Root, and my customers who have taken.it during the past thirty six years have nothing but praise for what it accomplished for them. On account of the splendid reputation which it enjoys ia the trade I have no hesitancy in recom mending it for the troubles for which it 1» Intended. Yours very truly, J. G. SIEBEN", Druggist, Slept. 21, 1916. Hastings, iLnn. Letter to Dr. Kilmer £*• Co. Binghamton, N. Y. Prove What Swamp-Root Will Do For Yo« Send ten cents to Dr. Kilriier & Co., Binghamton, N. Y., for a sample siza bottle. » It will convince anyone. Yoo will also receive a booklet of valuable in formation. telling about the kidneys and bladder. When writing, be sure anti men tion this paper. Large and medium size bottles for sale at all drug stores.—Adv. Here Is a Record! Talk about records I Here's one thal apparently has every reeord«.-d record beaten to a frazzle. Think of It—ocean to ocean in hall a day. We might possibly have believed It U our national defense board had an nounced the invention of some new and wonderful 100-rnile-a-mlnute air plane—but on a bicycle—never. But It's a fact. On August 2 Ed ward G. Arrninger and two other young men covered the distance in twelve hours on bicycles—and what's more, they did It partly on railroad ties and l«x>se gravel roads—and, of course, It'* the first time it's ever been done. Well, come on. What's the answer? If you must know, here it is. They did It across the Panama canal zone. —Financial American. The Other 8ide. "Young man," said the office man» ger, "if you knew as much about th* business of this firm as you do about baseball, you'd be holding down my job." "I know that, sir," replied the office boy. "And if you'd make your busi ness as Interesting as baseball you'd have kids beggln' for a chance to work for you and willing to pay for the privilege." th:.' r .«„■ happiness we are doing is the consciousnes* what we ought to do. fight v. hooping /// \\\ \\\\v r* % -■' / I'm glad there's such a big corn crop —says more POST TOASTIES FOR ME|