Indianapolis Times, Volume 39, Number 239, Indianapolis, Marion County, 13 February 1928 — Page 2

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OHIO FACED BY t PARALYSIS OF ! COAL INDUSTRY Abandonment of Largest | Mines in State May Climax Strike. , BY HARRY WILSON SHARPE United Press Staff Correspondent COLUMBUS, Ohio, Feb. 13. Ohio’s greatest industry—that of bituminous coal mining—virtually was paralyzed today, with complete abandonment of many mines contemplated. Forty thousand striking miners are idle, their children are ragged, starvation is immiment, sabotage and rioting are frequent, and the climax still is in the offing. The strike—one of the most bitter dramas in the history of the country—has been in effect since last April, when the Jacksonville wage pact, guaranteeing skilled miners $7.50 a day. expired. The pact possibly never will be renewed, because the mine owners insist they cannot operate under the agreement and profitably compete with non-union mines in Kentucky and West Virginia. Miners Hold Out The miners, led by John L. Lewis, president of the United Mine Workers of America, are determined to hold out for renewal of the compact, Ur at least for what they term an equitable compromise. And now warnings have been sounded in Congress and State militiamen are held in readiness, prepared for eventualities. An ominous cloud of unrest, fraught with premonitions of disaster, hangs over the strike-torn coal fields and State officials are Watching closely. \ Open rebellion—if such occurs—may be expected April 1, officials fear, when a Federal Court order evicting union miners’ families from houses owned by non-union mines becomes effective. Meanwhile, the State has leaped into the fray. A relief proclamation Was issued by Governor Vic Donahey and the entire State has responded. Relief Given Families Sixty-five kitchens have been set up in the coal fields and are feeding 5,000 children a day; scores of trucks loaded with clothing, shoes and canned goods have been sent into the destitute areas, and the State has an SIB,OOO relief fund on hand. But over it all hangs the feeling of hate and unrest that has flared forth in rioting, arson and, in a few instances, murder. Meanwhile, the coal production has declined from 3,000,000 to 200,000 tons a month. Two hundred fifty mines, normally employing 30,000, are idle and 90 per cent of the smaller mines are inoperative. In addition, the Sunday Creek |Coal Company, one of the largest State, is threatening to abanlOPP- its mines, even to withdrawing its maintenance men. TWO INJURED BY AUTOS Hit-And-Run Motorists in Accidents Over Week-End. Two persons, victims of hit-and-run motorists over the week-end, are recovering at their homes today. George Artist, 16, of 2508 N. Euclid Ave., an employe at the city dog pound, suffered a severe head injury Sunday when he was struck at Massachusetts Ave. and the Belt railroad. He was thrown more than twenty-five feet by the automobile which speeded southwest on Massachusetts Ave. He was treated at City Hospital. Paul Harper, 9, Negro, 2019 Cornell Ave., was injured slightly Saturday night when struck by a hit-and-run driver at Twentieth St. and Cornell Ave. He was taken home. PLAN PENSION SYSTEM Disciples of Christ Church Groups to Gather in City. More than 200 ministers and laymen of the Disciples of Christ Church will assemble at the Severin Thursday and Friday to discuss establishment of a church pension system. Dr. Ernest C. Mobley, pastor of First Christian Church, Oklahoma City, Okla,, and Frank Buttram and Harvey Everest, Oklahoma City business men, are expected to come by airplane to attend the meeting.

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(Continued from Page 1) at Wisconsin. From then on I spent every minute I could steal from my studies in the shooting gallery and on the range. The first six weeks of vacation after my freshman year were spent in an artillery school at Camp Knox, Ky. When that was over I headed my motorcycle south and with S4B in my pocket set out for Florida. After arriving at Jacksonville I started back the same day, but over a different route, leading farther west than the first. Seventeen days after leaving Camp Knox I arrived back in! Madison with a motorcycle badly m : need of repair and $9 left in my pocket. After stopping in Madison - long enough to overhaul the engine • I went to Little Falls to spend the' remainder of my vacation. Soon after the start of my third semester at Wisconsin I decided to study aeronautics in earnest, and if. after becoming better acquainted j with the subject, it appeared to have a good future, I intended to take it up as a life work. I remained at the University of Wisconsin long enough to finish the first half of my sophomore year. Then about the end of March, 1922, I left Madison on my motorcycle en route to Lincoln, Neb., where I had enrolled as a flying student with the Nebraska Aircraft Corporation. Takes His First Flight The roads in Wisconsin in March, 1922, were not all surfaced and when, after leaving the well-paved highway, I had progressed only about four miles in as many hours, I put my motorcycle on the first farm wagon that passed and shipped it to Lincoln by rail at the next town. I arrived at Lincoln on the first of April. On April 9, 1922, I had my first flight as a passenger in a Lincoln Standard with Otto Timm piloting. fNOTE—In the following account of nlying during the post-war period of aviation, before flying laws and the Aeronautical Branch of the Department of Commerce came into existence, it should be borne in mind bv the reader I that the experiences and incidents re- I lated in this book in no wav describe ! modern commercial flying conditions, i Even In this account it will be noticed I that the more spectacular events took ! place in such a manner that all risk was i taken by the pilots and bv members of the aeronautical profession: also that exhibition and test flying were responsible for most of these. In the four emergency parachute jumps I described herein, it is apparent that In each case the plane would never have been flown with passengers under the ! conditions which necessitated the Jump. Commercial air transport has developed rapidly during the last few years, until today it has reached a stage where the safety of properly operated airlines compares favorably with other means of travel. 1 I received my first instruction in the same plane a few days later under I. O. Biffle, who was known at the Nebraska Aircraft Corporation as the most “hard-boiled” instructor the army ever had during the war. On ‘Barmstorming’ Trip The next two months were spent in obtaining, in one way or another, my flying instruction, and in learning what I could around the factory, as there was no ground sfchool in connection with the flying course at that time. We did most of our flying in the early morning or late evening on account of the strong Nebraska winds in midday with their corresponding rough air which makes flying so difficult for a student. I believe that I got more than my share of rough weather flying, however, because my instructor, or “Biff,” as we used to call him, had certain very definite views on life, one of which was that early morning was not made as a time for instructors to arise. So, as I was the only student, and “Biff” my only instructor, I did very little early morning flying. By the end of May I had received about eight hours of instruction which (in addition to the SSOO cost of my flying course) had reqiured about $l5O for train fare and personal expenses. One morning “Biff” announced that I was ready to solo, but the president of the company required a bond to cover possible breakage of the plane, which I was not able to furnish. Asa result, I did not take a plane up by myself until several months later. Before I had entirely completed my flying course the instruction plane was sold to E. G. Bahl, who was planning a barnstorming trip through southeastern Nebraska. I became acquainted with Bahl at

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Lincoln and offered to pay my own expenses if allowed to accompany him as mechanic and helper. Asa result we barnstormed most of the Nebraska towns southeast of Lincoln together, and it is to him that I owe my first practical experience in cross-country flying. “Barnstorming” is the aviator’s j term for flying about from one town to another and taking any one who lis sufficiently “air-minded” for a short flight over the country. In 1922 the fare usually charged was $5 for a ride of from five to t?n minutes. Starts ‘Wing-Walking’ It was while I was flying with Bahl that I began to do a little “wing-walking.” We would often attract a crowd to the pasture or j stubble field from which we were j operating by flying low over town j while I was standing on one of the ! wing tips. In June I returned to Lincoln | and received a litttle more instruc- j tion. About this time Charlie Harden, j well known in the aeronautical world for his paracuute work, arrived in Lincoln. I had been fascinated by the parachute jumps I had seen and persuaded Ray Page to let me make a double drop with i Harden’s chutes. A double drop is made by fastening two parachutes together with a rope. Both are then packed in a heavy canvas bag; the mouth ot i the bag is laced together and the lace ends tied in a bow-knot. The bag is lashed half way out on the wing of the plane, with the laced end hanging down. When the plane has reached sufficient altitude the jumper climbs out of the cockpit and along the wing to the chute, fastens the parachute straps to his harness and swings down under the wing. In this position he is held to the plane by the bow-knot holding together the mouth of the bag containing his parachute, the | bag itself being tied securely to! the wing. When yady to cut loose he pulls the bow-knot, allowing the-, bag to open and the parachute to be pulled out by his weight. In a double jump, after the first parachute has fully opened, the i jumper cuts the rope binding the second chute to the first. The first chute, upon being relieved of his weight, collapses and passes him on the way down. An Aerial Thrill I made my first jump one evening in June from an 1,800-foot altitude over the flying field. My first chute opened quickly,! and after floating down for a few seconds, I cut it loose from the second, expecting a similar performance. But I did not feel the comfortable tug of the risers which usually follow an exhibition jump. As I had never made a descent before, it did not occur to me that everything was not as it should be until several seconds had passed and I began to turn over and fall head | first. I looked around at the chute just j in time to see it string out; then i the harness jerked me into an up- ! right position and the chute was | open. Afterward I learned that the vent of the second chute had been tied to the first with grocery string which had broken in packing the j parachute, and that instead of stringing out when I cut loose, it had followed me still folded, causing a drop of several hundred feet before opening. I remained in Lincoln for two weeks working in the Lincoln Standard factory for sls a week. Then I received a wire from H. J. Lynch, who had purchased a Standard a few before and taken it on a barnstorming trip into western Kansas. He was in need of a parachute jumper to fill a number of exhibi- i tion contracts in Kansas and Colo- j rado, and wanted me to go with j him in that capacity at a small fraction of its cost. Page offered me anew Harden chute instead of my remaining flying instruction, and I took a train for Bird City, Kan. Snapping the Buffaloes Lynch and myself barnstormed over western Kansas and eastern Colorado giving a number of exhibitions from time to time in which I usually made a jump and did a little wing-walking. In the fall, together with “Banty” Rogers, a wheat rancher who owned the plane, we set out for Montana. Our course took us through a corner of Nebraska and then up through Wyoming along the Big Korn mountains and over Custer’s | Battle Field. At one time in Wyoming we were | forced to land, due to motor trouble, j near a herd of buffalo, and while j Lynch was working on the motor I J started over towards the animals to get a picture. I had not considered that they might object to being photographed, : and was within a hundred yards of i them when an old bull looked up and stamped his foot. | In a moment they were all in line | facing me with lowered heads. I snapped a picture but lost no time in returning to the plane. Meanwhile Lynch had located our trouble and we took off. A Dummy for a Ballyhoo After we had been in Billings, Mont., about a week, Lynch traded ships with a pilot named Reese, who was flying a Standard belonging to Lloyd Lamb of Biliings. Lynch and I stayed in Montana while Reese returned to Kansas with Rogers. We barnstormed Montana and northern Wyoming until mid-October including exhibitions at the Billings and Lewistown fairs. At the Lewiston fair we obtained

THE INDIANAPOLIS TIMES

a field adjoining the fairground and did a rushing business for three days. We had arranged for the fence to be opened to the ground and for a gateman to give return tickets to anyone who wished to ride in the plane. Ail this in return for a free parachute drop. At Billings, however, our field; was some distance from the fair and we decided to devise some scheme to bring the crowd out to us. We stuffed a dummy with straw and enough mud to give it sufficient falling speed to look like a human being. When the ' grandstands were packed that afternoon we took off from our field with the dummy in the front cockpit with me. I went out on tho wing and we did a few stunts over the fair ground to get averyone’s attention; j then Lynch turned the plane so j that no one could see me on the | wing and we threw out the dummy. I It fell waving its arms and legs | around wildly and landed near the j Yellowstone River. Down the Yellowstone We returned to our field and, waited expectantly for the curious j ones to come rushing out for infor- j mation. but two hours later, when | a few Montanans did arrive, they | told us about one of the other at-) tractions—a fellow who dived from j an airplane into the Yellowstone; River, which was about three feet I deep at that point. That was the last time we attempted to thrill a | Montana crowd. The barnstorming season in; Montana was about over in Octo- j ber, and soon after returning from Lewistown I purchased a small boat for $2. After patching it up a bit and stopping the largest leaks I started alone down the Yellowstone River on the way to Lincoln. The river was not deep and ran over numerous rapids which were so shallow that even the flat bottom of my small boat would bump over the rocks from time to time. I had been unable to purchase a .thoroughly seagoing vessel for $2, and very little rough going was re- i quired to knock out the resin from i the cracks and open the old leaks j again. That Leaking Boat I had my camping equipment lashed on top of one of the seats to keep it dry, and as I progressed down the stream through the everpresent raipds more and more of my time was required for bailing out the boat with an old tin can, until at the end of the first day, when I had travelled about twenty miles, I was spending fully half of my bailing out water. I made camp that night in a small clearing beside the river. There had been numerous showers during the day. which thoroughly soaked the ground, and towards evening a steady drizzing rain set in. I pitched my Army pup tent on the driest ground I could find and, after a cold supper, crawled in between the three blankets which I had sewn together to form a bag. The next morning the sky was still overcast, but the rain had stopped, and after a quick breakfast I packed my equipment in the boat and again started down the I river. The rain set in anew, and this, I together with the water from the ever-increasing leaks in the sides and bottem of the boat, required such constant bailing that I found ! little use for the oars that day. By evening the rocks had taken so much effect that the boat was practically beyond repair. Back in Lincoln After a careful inspection, which ended in the conclusion that further progress was not feasible, I traded what was left of the boat to the son of a nearby rancher in return for a wagon ride to the nearest j town, Huntley, Montana. I I expressed my equipment and j bought a railroad ticket to Lincoln, j where I had left my motorcycle. | A short time before I had left j Lincoln, while I was racing with a Rheumatism Recipe While serving with the American Army in France I was given a prescription for Rheumatism and Neuritis that has produced most gratifying results in thousands of cases. The prescription cost me nothing, so I ask nothing for it, but send it free to anyone who writes me. Ex-Sergeant Paul Case, Room 256, Quigg Bldg., Brockton, Mass.—Advertisement.

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DISASTERS IN EUROPE CAUSE DEATHS.OF 91 Property Damage, Running High Into Millions, Is Reported. Bp United Press LONDON, Feb. 13.—Ninety-one persons were dead today in the wake of disasters which swept Europe over the week-end. Entombed in a coal pit at Whitehall England, Thirteen miners were given up as lost. Twenty-four fishermen were reported killed after setting out from Leningrad. In West Norway heavy storms took a toll of twenty-one lives. A hurricane which swept the British Isles killed twenty-one more. Added to the eleven known dead Saturday were six sailors, who drowned in the River Mersey when their dredger foundered in storm, and four others who were killed on land. A dynamite explosion at the Rud- ; shenkovo Iron Works in Russia killed twelve, it was reported by the i Moscow correspondent of the Ber- ; liner Vossische Zeitung. More than one hundred were in- | jured in storms which swept England. it was shown by check-ups teday. In some places, such as at Liverpool, the wind reached a valocity of 104 miles an hour. Communication lines were down and shipping was disrupted. Extensive property damages, running into millions of dollars, was; reported from points all over the British Isles. Roofs, which were blown from dwellings and buildings in Birmingham injured sixty persons. In Manchester three houses were demolished by destructive | winds. Damage was dene to Lincoln Cathedral. THREE PERISH WHEN TUG GOES ON LEDGE Other Mor ,tiers of Crew of Mohave Are Accounted For. 1 ailed Press HULL. Mass., Feb. 13.—Discovery of an empty skiff in Gunrock Cove. Nantasket, today, indicated that three men perished when Navy tug Mohave piled up on Harding's ledg" off Point Allerton last night. The skiff was that in which W. J. Enos, C. H. T. Reid and A. D. Lilies, members of the Mohave's crew, put out for shore. No trace j of the men was found. Other members of the tug’s crew have been accounted for, naval men said. The tug. badly crushed and full of water, lay high on the rocks of Harding's ledge this morning. BULLETS RIDDLE HOME Negroes Report Trouble After Argument to Police. Herbert Crawley, Negro, 408 Muskingum St., reported to police today that while he and Vernon Moore, Negro, and Albert Lewis, Negro, both roomers at his home, were returning from work, early Sunday, several men in an automobile started an argument with them. He said they followed them home and when they went in the j men riddled the .windows with j bullets. Robins at Newcastle Pii Times Special NEWCASTLE, Ind., Feb. 13. Glenp V. Pope says he saw twenty robins on his way to work a few days ago. Harvey Neff, city councilman, claims' to have been first to see the first 1928 robin. car along one of the Nebraska country roads, a piston had jammed and I had not found time to replace it. Accordingly, after returning from Montana I spent several days overhauling the machine before proceeding on to Detroit, where I was to meet my mother. I made the trip to Detroit in three days, and after spending about two weeks there I took a train for Little Falls to clear up some business in connection with our farm. During the winter months I spent part of my time on the farm and part in Minneapolis with my father. Occasionally we would drive the hundred miles from Minneapolis to Little Falls together. In March, 1923, I left Minnesota and after a short visit in Detroit departed on a train bound for Florida. My next few weeks were spent in Miami and the Everglades. (To Be Continued) Copyright. 1928. by Charles A. Lindbergh

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Eagle Owned by Club Stood Guard Over Abe

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Bird, Carved From Walnut, Was Placed Over Bier Here in 1865. Miss Jeannette Dellen, of 520 Rochester St., is shown above holding the wooden eagle which was; placed over the bier of Abraham Lincoln in the old Statehouse here when the martyred President's body was en route to its last resting place at Springfield. 111. The bird is now a possession of the Columbia Club. Carved out of a solid block of black walnut, the bird has been painted with aluminum paint and its eyes and beak done in colors. It rests on the wall of the carpenter shop, in the basement of the club. Here also are busts of Washington and Lincoln and about 1.000 pictures of prominent Republicans of the past, for ■ hich room has not been found in the club. The wooden eagle hung for years in the cigar store of John McGaw in the old Bates Hotel, located on the present site of the Claypool. It was taken down on “great occasions,” according to State Entomologist Frank Wallace, who recalls much of the history of the bird, but is not sure of its origin. It hung over the bier of Lincoln and also of President William Henry Harrison. Wallace asserts. When McGaw died, his widow donated it to the Columbia Club.

PLAN SPELLING BEE Third annual spelling bee of the Sherman-Emerson Civic League will be held at School 62, Tuesday night. The Kendel Dramatic Club will present dances in costumes and the business session will include a report on the bus situation. R. M. Swartz is president and L. K. Harlow secetary of the organization.

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Abraham Lincoln The birthday of the “great emancipator” is a reminder to every one of us that we should practice thrift in order to be a success. Follow the advice of the Great—Start a Savings Account CITY TRUST CO. DICK MILLER, President 108 E. Washington St.

STREET CARS TO CARRY ‘SAFE DRIVING’ POSTERS Cards Also Will Be Issued to Motorists. A series of safety posters will be placed on street cars in an effort to curb automobile accidents this year, Police Cnief Claude M. Worley announced today. The first of the series appearing today reads: “Two thousand, three hundred and forty-five accidents last winter. The automobile has replaced the horse, but don't let it replace horse sense in driving.” The cards will remain on the street cars for a week and then others will replace them. Worley said the police department will issue pledge cards to motorists w T ho will pledge themselves to drive carefully. NOTED STATESMAN LOW Earl of Asquith, Famous Liberal, 111 of Pharyngitis. Bn l nited Press LONDON, Feb. 13.—The Earl of Oxford and Asquith—formerly Herbert H. Asquith, famous- Liberal statesman—is in an “extremely grave” condition today following an acute attack of pharyngitis. Untrylord Oxford had been ill for several days at his home at Sutton Courtney, on the upper Thames.

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OIL PRICES TO ROCKET; WASTE SUPPLYOF U. S. Auto Owner to Find Purse Hard Hit When Famine Comes in Future. What will America do when its oil suuply nears exhaustion? In this, the second of a series of twelve articles. Rodney Dutcher. Washington correspondent for The Times and NEA Service, discusses the effects of an oil famine and a few partial remedies. By RODNEY DUTCHER NEA Service Writer (Copyright. 1928. NEA Service. Inc.) WASHINGTON, Feb. 13.—The recent vast overproduction of petroleum has maintained prices of oil and gasoline at their present levels. When production is controlled, prices will go up. As is is, many small producers are forced to sell at less than cost. The wholesale price of gasoline is only two or three cents a gallon higher than it was 20 years ago. In 1920, a threatened shortage of crude oil drove the wholesale price of gasoline in New York City to 31 cents. Secretly of the Interior Hubert Work, chairman of the Federal Oil Conservation Board, points out that some of the prices in the past have been 17 cents in 1907, 17 cents in 1913, 20 cents in 1926 and 19 cents in 1927. Prices Will Skyrocket Once it begins to appear that the oil supply is definitely giving out, the rate of increase over present prices—which are virtually pre-war —can only be imagined. “The present situation can be described as one of spendthrift abandon,” says Dr. George Otis Smith, head of the geological survey. “Little thought is being given to future years. The consumer is getting low prices—so low as to threaten to put out of business the small high-cost producer whose output the nation cannot, afford to have stopped because of its future needs. “Thus, the consumer, while now enjoying low prices, is in my opinion facing so much sooner a period of much higher prices. When those come, he will be forced to limit his consumption.” Secs Inevitable Shortage “Everyone in the oil business now admits that the over-supply of an expendable resource is the sure portent of future famine,” says Secretary Work. Harry L. Dougherty, multi-mil-lionaire oil man, engineer and scientist, has been the outstanding figure among the leaders of the industry who foresaw famine. He has pointed out that there is no possible excuse for assuming an adequate future supply of oil. “I do not predict a shortage of petroleum at any certain date, but I do predict the possibility that it may occur at any time,” Doherty says. “If war should come again, even within 36 months, there is no certainty that we would have an adequate supply.”- ♦ Must Go Back to Coal Aside from its blow at small car owners, one of the first important effects of an oil famine will be that ships at sea. factories and individual | householders now burning oil will |go back to burning coal. That will mean more coal production, and the coal supply is virtually infinite. Automobile owners will be much more careful about the number of miles per gallon their cars can cover. Automobile manufacturers will , make smaller and more efficient cars, less powerful but built to consume a minimum of gas. In Europe this already has taken place, for over there gasoline costs 50 or 60 cents a gallon. One dollar docs the work of several when you shop and buy through Times want ads.