The Syracuse Journal, Volume 20, Number 23, Syracuse, Kosciusko County, 4 October 1928 — Page 2

America ]&/crs^—-

; • i By ELMO SCOTT WATSON

ID you exclaim “Old stuff!” when you read the title of this article? “Os course, America has taken to the air! Orville aud Wilbur Wright were the first to do it and that was 20 years ago. And look at all that’s happened since then, especially in the last year or two. I guess the feats of Byrd and Chamberlain and Goebel and Lind-

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bergji {and, of course, Rutli Elder and Amelia Earhart) and a lot of others prove that America lias fallen to the air, all right!’’ . But do you realize how thoroughly America (and that'means ALL of us and not just a few daring flyers) has taken to the air, how intricately the ‘ blue streak” of air travel is woven into the fabric of our national life and how many phases of our daily existence is affected by aviation? And dp you realize how rapid are the developments in aviation —not “within the last year” but RIGHT NOW—and how many changing conditions are brought about by the airplane almost overnight? This Fast is one of the most amazing fadtors in this subject of America’s taking to the alif. $ Take for instance the matter of “spanning the coptlnpnt” or “diminishing the space which separates the two coasts of the United States.” Do you realize that within seventy-eight years the time for doing that has been cut down from twen-ty-four days to eighteen hours and fifty-eight minutes? The best way in which to illustrate this astounding Jact is to cite the career of a man whose life span of ninety-seven years has seen all of the rapid changes in transportation involved in that reduction take place. He is Ezra Meeker, of Oregon Trail fame who claims the distinction of being the only man to cross the United States by oi team, stage coach, train, automobile and i, airplane. In 1850 Mr. Meeker could have mailed a letter in New York which after three days by rail and twentjy-one days by stage coach would be delivered in Sajn Francisco twenty-four days later. In IS6O anotljer of his letters would go by rail in two and a half days to St. Joseph, where it would be carried by pony express in eight days to California; total time ten and one-half days. In 1876 a letter, traveling by special train would have gone front New York to San Francisco in 100 hours or four days and four hours. If Mr. Meeker should mail his letter in New York today to go by the regular mail routes on extra fare trains it would get to San Francisco in 90 hours, or 3 days and 18 hours. Bu; if he put an airmail stamp on it (as he actually -’id with a letter when the new five cent air mail rate went into effect last summer) 31 hours, or one day and 7 hours, after it left New York it would be in the city of the Golden Gate. Those statistics deal with regularly scheduled methods of transportation. When dealing with what may be termed “special effort” the records are even better and even more illustrative of the statement that conditions change over night. A record in crossing the continent was made a few years ago when A. H. Smith, president of the New York Central railroad died and a special train was provided to take Mrs. Smith from Los Angeles to New York. The trip was made in 69 hours and 11 minutes. In 1923 Lieutenants Kelly and Macready made a nonstop airplane flight from coast to coast in 26 hours and 58 minutes. For five years that record stood. Then one day in August of this year Art Goebel set out from Los Angeles for New York. He arrived in 18 hours and 5$ minutes. Yesterday the Atlantic and the Pacific were 26 hours apart. Today they are but 19 hours apart. And that fact is typical of the RIGHT NOW rapid development of aviation. What is new yesterday is old today and obsolete tomorrow. Between the time this article is. being written and the time you are reading it some of the records quoted in it may already have been broken and some of the facts which are new now may truly be “old stuff” then. For the flight of the aviator establishing a record is faster than the workings of the typewriter, the typesetting machine and the newspaper press in putting the story of his feat into print and getting it to all who would read of it. , Nothing is more typical of the rapid advance ot aviation, than- the development of the air mail service. There was scarcely a day during the past summer that the newspapers did not tell of some new extension of this service. Perhaps the mjost important announcement and the one which bfought home to most people the fact that aviation wjas a part of their daily life was the inauguration of the new five-ctnt rate for airmail. But on that same day Postmaster General New issued an advance announcement of another Innovation —j-steamship-airplane mail service which would

j “Landlubber lighthouse tenders,*’ tbat’s the nickname fastened on the men in the mountains and on the prairies who watch the beacon lights Strung along the air mall airways fi-om the Atlantic to the Pacific and from the Great Lakes to the gulf. Light beacon stations are 'located About ten miles apart between intermediate landing fields. A plot 60 by 60 feet is required for each beacon site, the rental paid by the government being less than $lO a year. The steel beacon towers are 50 feet high

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save 24 hours between New York and France. Another announcement at about that time was that a 1,260 mile air mail line was to be opened from Key West, Florida, to Porto Rico giving Cuba, Haiti, Santo Domingo and Porto Rico service each way three times a week and that possibly the service would be extended by \y,ay of the Leeward and Windward islands to Port of Spain in Trinidad. Still another announcement at that time was the projected opening of a 1,640 mile route from Key West to the Canal Zone serving Cuba, Mexico, Belize, British Honduras, Republic of Honduras, Nicaragua, Costa Rica and the Canal Zone seven times a week. And less than a year after “Lindy’s” nonstop Washington-to-Mexieo City flight the air mail was preparing to follow him across the border with an air mail route of 2,800 miles, the longest in North America. And these are only a few among the many of the air mail developments which came to pass last summer which are taking place as this is being written and which will be taking place when these words are read. One high spot in the series, because it offered an opportunity for a recapitulation of air mail progress, was the announcement that on a certain day air mail planes had flown more than 25,000 miles (or the equivalent of the distance around the earth) over 35 states carrying more than seven tons of mail, exclusive of express and passengers. That statement, as had few others, forcibly demonstrated the fact that the day of dependable air transport had definitely arrived and that it was a more important factor in American social and economic life than most Americans realize. It served, too, to recall the fact that this record of the mail planes, around which this nation is building its commercial aviation, was achieved after many disappointments and much pioneering. Air transport, as we have it today, began with the effort of the Post Office department to transport mail by airplane between New York and Washington ten years ago. Private capital was not interested and it devolved on the government to prove the feasibility of this form of transport. The postoffice expanded the service as funds permitted and late in 1920 the transcontinental route, the longest single airplane route in the world, was established. The mail was flown by day and “trained” by night. It was apparent that unless night flying was possible, transportation of mail and other commodities by air could not attain maximum benefits. A memorable series of tests of night flying, over unlighted airways, was resorted to. In July, 1924, the transcontinental air mail went on a night and day basis and the time from New York to the Pacific coast was cut to 32 hours. That marked the beginning of the present day era of 24-hours-a-day air mail service. Private capita} began to show interest in taking over the operation of mail routes and in 1925 the postmaster general was given .authority to contract with individuals to transport the mail on contract, this to be obtained by competitive bidding on a poundage basis. By September 30, 1927, all of the routes were being operated by private companies. Then began a systematic campaign to acquaint the public with the advantages of air mail and soon the poundage carried began to show substantial increases. New routes had been added and the mileage began to approach the 20.000 mile a day figure. Then came the announcement that the new air mail rate would be five cents for the first ounce and ten cents for each additional

He’s "Landlubber Lighthouse Tender”

mounting the 24-Inch standard beacon, rotating six times per minute, using 1,000-watt electric lamp and a 24-inch mirror with a candle power of two million. Where commercial electric power is available astronomic clocks automatically put on and shut off the light. Otherwise a small engine generator t set is installed at the base of the tower. Part-time caretakers are employed

to tend the beacon lights. The average cost of installing lighting facilities on an intermediate field along the air mail routes *is $5,500; the average standard airway beacon costs $2,400. The lot of the air-mall pilot now is comparatively easy comparefi with the days when they flew unlighted Sroutes. In addition to the regular landing fields there are intermediate/fields which are outlined at night with elec-

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ounce and the public responded to it quickly. Now, just ten years after the first mail was carried by day over a 218-mile “run” between New York and Washington there are 20 routes traversing 35 states, serving 62.000,000 people directly and millions more indirectly, through an air mail train hookup. The planes which made only two stops ten years ago now drop out of the skies onto 102 landing fields, scattereipfrom the Great Lakes to the gulf and from the Pacific to the Atlantic. Cities which were distant yesterday are neighbors today for air mail has reduced the size of America to the dimensions of Texas, when measured in terms of transportation time. Over these 20 routes during the first six months of this year a total of 12,000,000 letters were carried and in that time 1,051,767 pounds of air mail reached its destination safely and on time. But it is not alone in terms of letters that the new form of transport is so important in modern American life. Air transport has become a vital factor in American business and social life. Recent increases in the rate of call money have brought airplane mail into a greater use by banks than ever before. With call money hovering around - 6 per cent, and reaching 8 per cent in June, this . year the highest since 1921, the banks and financial institutions, especially cn the Pacific coast where , three days’ saving in transit time can be made by using air mail, utilize this form of transportation to save interest. And midwest bankers as well sent an Increased volume of business air mail to save one or two days interest. Each day approximately $24,000,000 in negotiable paper arrives in Wall Street by airplane from all over the country.. It has been estimated that in a year capital arriving in New York by air mail would total $7,200,000,0CX), and interest saved by the use of air mail is equivalent to 5144.000.000. when interest is figured at only 2 per cent. Thousands of dollars monthly are saved by firms who use air mail to forward bills of lading on cargoes like silk, oil, and rubber landed at seaboard points. Colorado sweet peas are being shipped daily by air mail and within 24 hours after they are picked they are on sale in middlewest florist shops. CaliforniaOorehids have found enlarged markets since they could be delivered over the airway network. Sentimentally inclined swains are regular patrons of the airways in rushing flowers and presents to distant sweethearts Such instances of how America has “taken to the air” to speed up communication, to transact business and to take every advantage of the facilities which the air mail routes provide could be multiplied indefinitely. And the end is not yet for January 1, 1929. will see more routes start operations, while work on air ports, necessary to secure air mail service, 4s going on in all parts of the country and the government reports 665 air ports projected in addition to the hundreds now operating. The lighting of airwavs continues and today there are “land lubber” lighthouses on mountains and prairie to guide the night pilot, the mileage of lighted airways being 7,(XX) miles and appropriations to light 4.000 more miles have been made for this fiscal year. The day of the air mail is here and post office officials predict that the new air mail rates will so stimulate the use of air mail that in a few years practically all first-class mail will go through the air just as It turned to the train when that more modern method silenced the hoof beats of the pony express.

tric lights and they always offer a friendly haven to the pilot should he wish to descend within regular fields^ Each of the lighted* air-mail routes is divided into sections in the charge of an airway mechanician. At present there are 40 airway mechanicians and 408 caretakers keep the lights burning sb the air-mail pilots can fly 100 miles an hour night and .day, with mail, express and passengers. Truly the “landlubber lighthouse tender” is a friendly ally of the 1928 brand of transportation":

Cleaning Up to Increase Yields

Diseases of Wheat and Com Are Causing Big Losses to Farmers. (Prepared by the United States Department of Agriculture.) Wheat scab and ecru-ear rots are causing large annual losses in the Central states by reducing acre yields and lowering the quality of the corn and wheat crops, according to the United States Department of Agriculture. Losses from wheat scab have averaged about 12,000,000 bushels of wheat annually for the last nine years. Cornear rots, some of which are produced by the wheat-scab organism, have caused a loss of approximately 100,000,000 bushels of corn annually for the last tive years. Cause of Scab and Rots. The fungous parasites causing wheat scab and most of the corn-ear rots live over winter on dead cornstalks, wheat straw, stubble aud other crop refuse. Spores produced by these organisms ripen in the late spring and summer and are blowu from the old stalks and straw to the wheat heads and corn ears and cause wheat scab and corn-ear rots. Much of this damage could be prevented by crop rotation, by clean-up of cornstalks, straw aud stubbie, aud by thorough plowing, says the department. Removing or plowing under all crop refuse, if done in the fall, prevents development of the winter spores, and if done in the spring prevents .heir movement by wind to the wheat aud corn plants. Studies made in 1919, when these diseases were particularly heavy in several different states in the Corn Belt, provide figures showing the effectiveness of such clean-up measures. In lowa. Illinois, Indiana, Ohio, Tennessee aud Wisconsin the average amount of wheat scab was 40 per cent where the wheat was sown in cornstalks and only 18 per cent where it was sown in plowed oat and wheat fields. ' Control of Rots. The control of the corn-ear rots is just as striking. In 1926 corn was planted on two similar fields, the only difference being in crop rotation and soil preparation. The tirst field was on clover sod well plowed; the second was on continuous cornland with old stalks poorly plowed under. There

DEEP PLOWING IS BEST DONE BY USING SPECIAL EQUIPMENT

Kind of Outfit to Use Will Depend on Needs of Soil. Deep plowing can best be done by machines especially designed for that purpose, according to the agricultural engineering department of the New Jersey State College of Agriculture, Rutgers university. The kind of outfit to use will depend on the needs of the soil. In any case, deep plowing involves a heavy expenditure in labor, and sometimes in equipment, and is only justified when the cost will be amply repaid. Deep plowing is usually accomplished by means of an ordinary plow* thus bringing the subsoil to the surface. There are occasions when this practice is desirable, but usually it is preferable simply to loosen and stir the subsoil without bringing it. to the top. If the plowing depth is increased gradually at the rate of about one-half inch each year, the problem of turning up subsoil will be less serious. Most plows are designed to do their best work when the plowing depth does not greatly exceed one-half of the width of the plow. For that reason a wide plow should be used for depths beyond eight or nine inches. Deep tillage may involve merely the Stirring of the subsoil or mixing the subsoil* and topsoil. The subsoil plow runs in the furrow behind the regular plow and loosens the soil to almost any desired depth. Deep tilling machines are completp plows and may be of either the disk or moldboard type. They usually cut in two stages, i e.. the topsoil is first turned, followed by the subsoil. A depth of 20 inches or even 24 inches may be reached. The traction necessary for pulling deep tillage machines is ordinarily much ’greater than for common plows. For this reason tractors are very well suited to this type of work. Prevent Winter Rodent Losses During the Fall Farmers in every state face an annual loss running into thousands of dollars each year through the activities of the more common farm rodents —rats and mice. This loss can

Well-Drained Soil Will Make Conditions Right When soil is thoroughly drained the plant roots are able to grow deeper and secure a large part of their food from the subsoil. A well-drained soil makes conditions right for the growth of the millions of micro-organisms that play an essential part in preparing food for crop plants. When a soil is waterlogged the air Is prevented from passing into it where it is needed for the respiration of these organisms. Wet soils are too cold for the best growth of plants and prevent the decomposition of organic matter and the formation of humus. This keeps such a soil in a poor physical condition. Pruning Small Fruit Is Desirable in Summer The question, as far as the desirability of summer pruning is concerned, has only one answer in the berry patch. .It is highly desirable. The old canes, which have borne tl H v of fruit, may be removed

was no damage on the first field, while on the second, 45.9 per cent of the ears were affected. The clean-up program developed for the control of the Europeon corn borer also will control wheat scab and materially reduce the amount of corn-ear rots. These facts should be taken Into consideration in advancing the elean-up program in the borer-infested area. Drenching Sheep Hard Job for Inexperienced It Is a rather difficult task for the inexperienced shepherd to drench sheep, as the medicine may enter the lungs, resulting in death from inflammation. The common way of drenching Is to use a bottle, back the sheep into a corner, straddle it, bold the head in a natural position atld simply pour the dfcnch into its mouth, giving it plenty of time to swallow. For small doses the ordinary metal syringe has been used very satisfactorily. A device recommended by Joseph E. Wing is the drenching tube made bytaking an ordinary tin funnel, and inserting the narrow end into a threeeights inch rubber tube about three feet long. Into the other 1 end of the rubber tubing insert a piece of threeeights inch brass or iron tubing from four to six inches long. The metal tube is placed between the animal’s back teeth, the funnel held by an assistant and tiie liquid poured in. The flow can be regulated by pressing the rubber tubing. The animal should always be held in as nearly a natural position as possible. Soy Bean in Demand for Great Variety of Uses The soy bean is now in demand for a great variety of uses aside from its value as hay and a green manure to turn under for soil improvement. Several oils are made from soy beans for cookiiig and salads; soy bean meal is an excellent stock feed; a health flour is made from the bean; it is used to manufacture a rubber substitute, the sprouts are used as green salads, and there are a variety of other uses to which the oriental visitor may he put.' The demand for it is growing as manufacturers expand their fields.

only be estimated, since it is impossible to get an exact census of the number of each of these small animals existing in each state or to say exactly how much each consumed in a year. The loss is not only in feed consumed, but also in buildings damaged. harness weakened and general depredations of these numerous pests. Control measures have often been reiterated. Just at present, the one big piece of advice is to get at these pests early in the fall, thus clearing the farm before the cribs are filled with corn and before the ground has become frozen. After the cribs are filled, rats and mice have an ideal hiding place to which they can scurry, once the hunt is on. Boards, boxes and all other places under which the rats and mice may hide will soon be frozen down, making it impossible for the farmer to exterminate all of the pests. Wash and Scald Dairy Utensils After Using Everything that comes in contact with milk or cream needs washing and. scalding after use. Milk contains an abundance of food for bacteria. When remnants of milk are left in the milk utensils they soon sour and produce objectionable odors and flavors. They are breeding places for bacteria and unless removed, quickly and completely, they cause the milk and cream of the next milking to become con taminated and to spoil. No matter how clean and sweet the fresh milk may be. the cream from it cannot reach the creamery in good condition if handled in unwashed and unclean utensils. After use, the milk pail, srrainer, dipper, the separator bowl and all otner utensils are best first rinsed with cold water to remove the bulk of milk and cream that adheres to them. Thorough rinsing here makes subsequent washing easy. Ihen they should be washed with hot water that contains some alkali, such as washing powder. Use brush and plenty of “elbow grease.” After washing, they should be rinsed and scalded thoroughly with plenty of boiling water.

from the berry patch as soon as possible after harvest. 'This serves to remove any diseased canes and prevent the further spread of disease. It allows all the energy of the root system to go into the production of neto cane growth, upon which the following year’s fruit production may be expected. In the case of black raspberries, the new shoots should be pinched off when they reach a height of about two and a half to three feet. The side shoots may be similarly pinched back, as they reach a length of twelve or fourteen inches. By following this practice on soil where the canes grow rapidly and vigorously, bushy, productive plants may be expected, and the job will be found well worth while, simply in thq greater ease of harvesting the following season. Many people do a lot of figuring to show the increased profit that would come by breeding birds that are heavier producers but they fail to make any additional charge for feed.

Constipated Since Childhood; In Fine Shape Now *T just couldn’t resist any longer telling you of your wonderful medicine, Milks Emulsion. I -have been constipated as long as I can remember. Had typhoid fever when I was eight years old and since then my bowels haven’t moved freely. I have taken pills, salts, castor oil, and everything a person could think of. “Now, whenever I hear anyone say they are constipated I immediately tell them of Milks Emulsion. I have taken about 12 large bottles, not all of them regular. Now I keep Milks Emulsion in the house and take it regular. I have taken so much medicine that I thought it was 'all alike. “I had a sallow complexion, no color, and felt miserable all the time; but now I have the color of health, and health Is something I wouldn’t exchange with anyone for a fortune. I wouldn’t take ten times the price I paid for Milks Emulsion for the results I have obtained. “I am 19 years old and weigh 105 pounds. Have gained 5 ppunds since taking your medicine and am still gaining. My face is round and my- arms are getting round. Before, people used to hang their hats on my elbows, thinking they were hatracks* Now I am going to keep on with Milks Emulsion until I weigh 125 pounds. “You may publish this letter if you wish and anyone that wants to ask me about your medicine may do so. I promise to answer every letter. In fact, I couldn't do enough for Milks Emulsion to repay them for what their medicine has done for me.” ROSEMOND BOWER, Frontenac, Kans. s Sold t»y all druggists under a guarantee to give satisfaction or money refunded. The Milks Emulsion Co., Terre Haute, Ind.—Adv. Valuable By-Product Cane cream, a new sugar by-product developed by the bureau of chemistry, has proved to be such a popular delicacy in the South that the government, is now introducing it to Northern cookery experts. A deep brown in color, the new offering is more or less of a medium in flavor between the Canadian maple cream, a thick spread made from maple sugar, and the molasses sirup popular for use on pancakes. Experts say the flavor retains to an unusual degree taste of the original sugar juice. Molasses is the juice remaining after the making of sugar by crystallization of the cane sap, but cane cream is the whole juice—thick, creamy and sirupy. No ugly, grimy streaks on the clothes when Red Cross Ball Blue is used. Good bluing gets good results. All grocers carry it. —Adv. Hen's Long Service A twen*y-four-year-old hen. believed to have set a record for longevity for chickens, recently died at the farm of Charles Witchey, of Beaver Valley, Pa. The hen had been the property of Witchey all her life and laid eggs until about two months before death. In recent years the hen had been rather feeble and lost her sense of balance, but continued laying. Rather Exclusibe Virginia Ham— What party does your husband belong to? Ethyl Gass —I’m the party.

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DI^IE FEVER AND PAIN TABLETS Dept inhibit foi 3 > V tuns

w’. N. U.. FORT WAYNE, NO. 39-1928.