Silt
“Bellefonte, Pa., May 17, 1929.
SIXPENCE.
Mother gave me sixpence, and in the air I
tossed it
Up as high as I could throw the little
thing—and lost it!
Down among the daises fell
silver face,
And I searched and I searched,
couldn’t find its place.
its tiny
but I
Nobody was near me, so I prayed a little
prayer; :
Nobody could see me, so I went a little
there;
My tear-drops bent a grass-blade,
there was little Round One
I kissed him and I kissed him, my darling
little Found One.
I prayed a little Thank You to St.
Anthony who sent him,
And tidied up the grass again, and quick-
ly ran and spent him.
and
—O. L.
FOLLOWING THE
“LINDBERGH CIRCLE.
The silent backer of Lindbergh
and of Byrd has begun to link the
Americans with air lines.
A scant year ago he said this thing
was but a dream of the distant fu-
ture. It ranked as one of those things
which “couldn’t be done”—for many
years at least.
But a “Lone Eagle” of our ac-
quaintance soared through the un-
«charted skies above Central and
South America and the West Indies, '
lining out the “Lindbergh Circle;” the
son of an Iowa blacksmith blazed a
longer Pan-American trail, leading,
this month, to the White House; and
the thing which “could not be done”
is being done.
“This business of shrinking the maps
of our geography books proceeds at
a pace which fairly leaves one gasp-
ing.
I have written on aviation; never-
the-less, it came as a surprise to me
that almost -thirteen thousand miles
of passenger and air mail lines were
planned, tying North, Central and
South America together. Before peo-
ple generally knew of the whole pro-
ject four thousand miles of these air
lines were in operation. I have been
told that the entire system ‘cannot
possibly” be placed in operation dur-
ing 1929; and my “guess” is that very
nearly all of it will be on some sort of
schedule by midsummer. That is the
way aviation is moving.
The man primarily responsible for
shrinking the map of the Western
Hemisphere is well worthy of ac-
quaintance, and of a prominent place
in this series.
When I had met and talked with
him, and from some of his associates
had learned of his history, it struck
me that, if English victories in bat-
tle may be said to be won on the
playing fields of Eton and Harrow,
then “Dick” Hoyt won his victory in
peace on the cinder path of prep
school and college.
. The idea behind the English say-
ing is, of course, that the tenacity
and gameness which win for Britain
have their real origin in school sports.
*I apply this same theory to Hoyt
because he was a distance runner—
and particularly because he ran the
quarter in grueling mile relay races.
Every quarter-miler, in every race,
does a thing that “can’t be done;” he
runs at top speed about a hundred
yards farther than it is physically
possible to run at top speed. The
last hundred he does less on muscle
‘than on will power.
This may explain why a Pan-Amer-
ican Airways system is being built,
and quickly, years ahead of expecta-
tions. It may explain Richard F.
Hoyt himself and why he is emerging
as one of the three great “Empire
Builders of the Air.” The other tw.
are C. M. Keys and Edward Boeing;
and each of the three controls en-
Zine plants, airplane factories and
air lines. They may be compared
with Harriman, Hill, or Gould, historic
railway builders.
Richard Hoyt was born in the town
in: Massachusetts which bears the
mame of the famous Colonial silver-
smith, Paul Revere. Although he
grew up in Brookline,—the “richest
town in the United States,” his fath-
~~. whose business was shoe findings,
was well-to-do, rather than wealthy.
After attending grammar school
there, Dick Hoyt attended the Volk-
man preparatory school, in Boston
where it was discovered that he had
a pair of swift legs, plus a stamina
not indicated by his slender frame.
The result was renown in relay races.
At Harvard it, was found that this
stamina, which carried Dick Hoyt
through, was a thing of even deeper
reserves, and he ran the distances
and also in cross-country races. He
‘was a swift and expert swimmer, and
found time for a variety of college
activities, as well as for winning a
high scholarship standing. For the
last he was awarded the coveted Phi
‘Beta Kappa key.
He left Harvard with an A. B. de-
gree ‘magna cum laude,”—having
completed also many courses toward
a civil engineer’s degree-—and enter-
ed the banking business in New York.
He has become the second senior
partner of a very big banking house;
and if you think that puts him out
of sight behind a boy's horizon, let
me hasten to add that when I last
saw him he was disappearing through
a door with a roll of blue-prints un-
der his arm—banker-engineer-aviator
—ready to “play” for an hour or two
at building a new gigantic aviation
factory. He was chief civilian assist-
ant to the commander of the airplane
engineering division at McCook Field,
Dayton, in wartime; and later he was
secretary of the Wright-Martin Com-
pany and assistant to the Wright Mo-
tor and Aircraft Corporation at New
Brunswick, N. J.
He is a pilot. Eight years ago
when planes were not what they are
today, one owned by him burst into
flames and descended
land Sound.
For years, Hoyt motor-boats have
helped clip minutes and seconds off
speed records. His “Teaser” won the
coveted International Trophy Cup.
His racing yachts have given similar-
ly worthy accounts of themselves.
Finally, Hoyt was the first man in
the United States to use a big am-
phibian plane for commuting pur-
poses, between his summer home in
Marion, Massachusetts, and the foot
of Wall Street, East River, New York.
High among the once-in-a-lifetime
thrills, I had rated the experience of
a boy of our town—son of a Wright
official who was taken for an aerial
joy ride by Colonel Lindbergh, and
then proudly took him to lunch at
the Country Club. But that fairly
pales to significance beside the exper-
ience of Eleanor Hoyt, sixteen. She
scooted in behind the controls of her
father’s big eight-passenger amphibi-
an “yacht” and herself piloted an ae-
rial joy-ride, carrying Colonel Lind-
bergh as a passenger.
“Well?” the Colonel
when the trip was over.
“She certainly has it for flying,
Lindbergh said with enthusiasm, and
into Long Is-
was asked,
‘in saying it conferred an accolade— '
because for him the knighthood of
the air is made up of those who fly
by instinct.
Richard Hoyt financed the ill-fated
trans-atlantic-flight attempt of Com-
mander Noel Davis. He helped fi-
nance the flight of his friend, Com-
mander Byrd over the North Pole.
Over Hoyt’s desk in New York, hangs
framed an American flag which Lind-
bergh carried to Paris. Perhaps he
did these things as an engineer-
sportsman. As a banker-engineer he
directs, as chairman, the Wright-
Aeronautical Corporation, maker of
the famous “Whirlwind” motors;
Pan-American Airways, of which
more later; Keystone Aviation, build-
er of giant passenger transports with
which Loening, builder of amphibians
and Travel Air lately have been com-
bined.
The project of linking the Americas
is one to stir imagination. The first
links have been welded because of
this young man named Lindbergh,
who some how seems to loom so
largely on the aeronautical horizon,
in what-ever direction you may turn
A year ago, in an interview, Hoyt
himself branded the project as a
dream. The peoples of Pan-America
were not ready for it; the industry
was not ready for it; the govern-
ments were not ready. It could not
be done.
But when Lindbergh had flown that
famous “circle,” around the Carib-
bean Sea, a change began—in the
the growth of the industry, in the
eagerness of governments to see
something done. ‘He moved the clock
forward five years—or perhaps ten—
as regards this international aviation
development.
President Coolidge appointed a
commission; experts of all kinds be-
gan to function, estimating, figuring,
surveying—finally laying out tenta-
tive routes. And just here comes an-
other “confirmation of Lindbergh’—
if he needs any. When the experts
had weighed all the factors which
determine a best air route—and these
factors are many, and of them many
are deeply scientific—then the route
map was drawn. Over the north
coast of South America through Cen-
tral America and the West Indies, the
route laid out by the experts never
varied by more than a few miles
from “the Lindbergh circle;” it fol-
lowed almost identically the route he
had flown by instinct.
Above the
twelve passenger Fokkers fly, along
the trail blazed by Lindbergh over
Moro Castle, in Havana harbor, and
the spot where the Maine was sunk;
above San Juan Hill, where “Rough
Riders” won immortality under a
man named Roosevelt; above the
Santo Domingo coast and the ruins
of a fort into a building of which
went the timbered skeleton of the
Santa Maria, after the ship of the
Great Discoverer had rested for years
as a bleached pile of wreckage upon
a rocky coast; above the city of San-
to Domingo—and there below lies a
cathedral beneath whose floors were
buried Christopher Columbus and his
son, Diego.
High above mountainous Haiti we
fly to avoid turbulent air currents
which toss a tiny two-seater plane
about like a cork upon the waves.
From our twelve thousand feet alti-
tude we could, if we wished shut off
all three engines and coast for fifteen
miles or more.
We have been traveling here, the
West Indies line, 1440 miles long,
from Miami to San Juan, Porto Rico,
at 125 miles an hour. Frequently,
heretofore the quickest way to travel
from San Juan to Havana has been
by taking a steamer for New York,
and another back to Cuba.
A second line runs from Miami to
Nassau, capital of the Bahamas. It
was San Salvador, of this group
which Columbus sighted in 1492. This
is a short hop of two hours; steamer
time is sixteen hours.
A third route connects Havana
with Panama via Yucatan and the
several Central American Republics.
In the beginning, the flying time for
this 1880 miles was nineteen hours,
three short days in the air, and two
overnight stops. The steamer time
was seven days. A slower amphibian
was used for water-landings where
fields were not yet ready; faster land
planes will cut this trip to two days.
It somehow snares my imagination
to think that from a plane on this
route one may glimpse the same view
of the Pacific Balboa got from his
mountain top.
A foruth link, not yet ready for
‘operation, will tie Panama and Ecu-
‘ador together.
A fifth, in operation, is from Guay-
aquil, Ecuador, to the southermost
tip of Peru. Here you fly over the
land .of the Aztecs. Peruvian
gold you may remember, lured Span-
ish adventurers to these shores. it
is not all gone; beyond the mountains,
eastern horizon, high in the Andes, is
a lode, several miles in length,
is said to contain more gold than has
West Indies today,
that
pr —————
from the day of the forty-niner on to
the present.
The sixth length will reach to Val-
paraiso, Chili, where live the Indians
who should take front rank in our
story books—a proud race of broad-
shouldered men who hold their heads
high, because they alone of all the
peoples who were in the Western
Hemisphere in 1492 have come down
through the ages unconguered.
A seventh route, surveyed, will car-
ry across to Buenos Aires, in Argen-
tina, over a temperate land, rich in
resources, which is destined to fill up
quickly.
This ‘main line’ of Pan-American
Airways indicated here will ‘shrink
the map” between New York and
Valparaiso to one third its present
size, or less. The New York to
“Valpo” schedule should be seven
days in the beginning, and six shortly
thereafter; today the two cities are
three weeks apart.
An eighth route will follow the
northern coast of South America;
' and a ninth will trail the Windward
and Leeward Islands to Porto Rico,
thus completing “the Lindbergh Cir-
cle.”
The ultimate aim is a system of
lines which will touch every Central
and South American nation and link
up with rail schedules and steamer
sailings. The revolution in trans-
poration which this will bring about
may be measured by the fact that in
some sizable Latin-American towns
today if you miss your steamer you
| face a thrilling delay of one month
until the next sailing. Into districts
where time all but stands still, Hoyt
and his colleagues of Pan-American
Airways are bringing speed of 125
miles an hour.
In a sense it may be said that there
is an international race on to our
neighbor republics the benefits of
fast air transport.
In Columbia, a German line is op-
erating already, traversing in a few
hours, distances which is certain sea-
son requires several days. A second
German aviation sompany, subsidary
of famous “Lufthansa,” of Berlin has
established air lines in Argentina,
“Aerapohtale,” owned by the French
operates along the east coast of
South America.
At the risk of taking you away from
that subject of eager interest which
aviation has become of late, I should
like to hammer home a point here.
There is sound reason why Presi-
dents Coolidge and Hoover have wish-
ed to see this project of linking the
Americas by air pushed through to a
quick conclusion. It is a reason which
may mean money in your pocket
some day; it will even determine the
jobs in life of many who read this
magazine.
You have read in your history
books of the immigration of peoples,
of the pushing forward of new fron-
tiers, of romantic incidents and of the
building of fortunes, which have fol-
lowed the path of the pioneer. The
new frontier is Latin America; and
particularly South America.
The miner's pick and the “six-
shooter” may not be so prominent as
trimmings of the new frontier. to the.
south of us; nevertheless, South Am-
erica is a continent awakening, and
already our “adventurers” are there.
This neighbor continent is fast fill- |
about to become the next
“promised land” for the folk of older
ing up;
worlds who want more room and a
better chance; and these will include .
not only emigrants from crowded
Europe, but countless thousands more
from the United States.
The Pan-American Airways project |
is ‘a piece of history’—not merely of
technical aviation history, but of
world history.
In its founding the science of avia-
tion has won some interesting vic-
tories. The first line from Key West
to Havana was operated with a 99.8
ago, and operated with a 99.8 per
cent efficiency score. On a day when
even a steamer could not make port
a giant Fokker completed its journey
almost on time. When the terrific
cyclone laid waste to such a wide ter-
ritory in Florida and adjacent islands
last summer and the disaster lay
hidden behind blockaded roads and
wrecked telegraph lines, a Pan-Am-
erican plane, turned over to the Red
cross, flew through a gradually di- |
minishing gale back and forth over |
the Everglades region while Red
Cross officials observed and plotted |
relief measures.
Sikorsky amphibian sped away east-
ward toward Nassau, Capital of the
stricken Bahamas, a “loan” to the’
Governor by those British islands.
Using this plane, the Governor made
in three hours, a survey which would
have taken him ten days to make by |
water. |
More recently, a storm, accom-
panied by floods and a landslide, blot-
ted our railway communication be-
tween San Jose, capital of Costa
Rica, and the chief seaport, Port
Limon. Months would be required to
complete the repairs. Pan-American
Airways “borrowed” Donald Duke,
commander of Boston Airport, and
sent him southward to command an
eight passenger Leoning amphibian
which as this article was written has | s
system” | =
become the ‘“transporation
connecting the capital of Costa Rica |
with the chief seaport.
Twenty-five years
Hawk the airplane begins linking the |
Americas more tightly together. It |
could not possibly be done, so soon, |
but it must be done as a quarter |
miler runs a race.
And it seems to me that joint |
credit should go to “Slim ’Lindbergh |
who showed Latin America what an |
airplane can do, and to Dick Hoyt, his |
friend Empire Builder—new style.
—Youths Companion.
DOG POPULATION DECREASING.
| A total of 489,614 dogs were licens- |
ed in Pennsylvania in 1928, approxi-
mately 10,000 less than in 1927, ac-
cording to the Bureau of Animal In-
dustry. The decrease is attributed to
labor conditions, especially in the coal
regions which forced many owners to
dispose of their dogs.
|
= EUELELELELELELELEL EEL ELE EUEUEUEl SUE EUSUeU—UEUELE
I
i
Simultaneously a | ==
|
after Kitty |
SMALL HOSE STREAMS
DON’T CARRY ELECTRICITY.
A rather popular belief that a
stream of water from a small garden
hose would carry electric current in
the same manner that a heavy fire
hose will, was proved untrue as the
result of experiments and demonstra- |
tions by Mr. Henry W. McRobbie, |
superintendent of substations of the
West Penn Power Company. Further
investigation has revealed that even |
slightly larger hose and heavier |
streams of water will not conduct
current from a high tension line and
that such contact is quite safe even
a stream from hose one inch in
diameter.
With a regular three inch fireman’s
hose, however, there is considerable
danger of electricity being conduct-
ed to the men operating the hose and
mn
| the hazard is particularly strong ata
| distance of fifteen feet or less. Under
no circumstances would it be safe for
| firemen to turn the full force of a reg-
ulation stream on to a high tension
| line. Such action would, in addition
to the danger of conducting current,
| add the possibility of breaking the
| each other, thus causing them to
-ires or forcing them in contact with
| burn down. The subsequent danger of
' such an occurrence would be very
eat.
The reason that smaller streams
‘are not conductive lies in the fact
that the water is broken up into
globules are separated and insulated,
rrom the nozzle of the hose. The
globules are separated and insulated
| from each other by a layer of air. In
the larger streams the nozzles are
| designed to keep the water in a com-
| pact stream and an excellent con-
| ductor is thus formed.
one .. .
When you're going
in town to see some-
TELEPHONE
and make sure they ll be there!
fishing reserve. It is ideally
fonte,, Pa. This property is
Ui lel
ty, Pa.
well located.
Real Estate For Sale
Estate of Clyde I. Blackford, Deceased
Farm six miles north of Howard, situate in Curtin Township,
Centre County, Pa., containing 295 acres more or less.
farm was purchased with the idea of making a hunting and
frame dwelling and restaurant on East Bishop street, Belle-
Estate of Emma E. Cooke, Deceased
Two and one-half frame house and lot with barn and neces-
sary out-buildings, situate in Howard Borough, Centre Coun-
This house has all the modern conveniences and is
Estate of Edward J. Purdue, Deceased
Farm on the top of Purdue Mountain, three miles west of
Bellefonte, situate in Benner Township, Centre County, Pa.,
containing sixty acres more or less, with a house, barn and all
necessary out-buildings. This farm would make a very de-
sirable summer resort and hunting camp.
!
LEUELEN
=
This
located. Two and one-half story
ARREARS
centrally located and restaurant
has been conducted in this property known as the Blackford
Restaurant for 50 years or more.
Estate of Nellie E. Willard, Deceased
Three and one-half story brick house on North Thomas street,
Bellefonte, Pa. This house is divided into six living apartments
and has all the modern conveniences. This property would be
a good, safe, conservative investment.
PLEASE APPLY FOR TERMS AND CONDITIONS OF SALE
TO
Bellefonte Trust Company
senmmmmentn
30 years in
Baney’s Shoe Store
WILBUR H. BANEY, Proprietor
BUSH ARCADE BLOCK
BELLEFONTE, PA.
COMFORT GUARANTEED L
IT
the Business
P. L. Beezer Estate.....Meat Market
YOUR MEAT MARKET—
Practically “right around the
corner” from where you live! Be
sure to include a visit here in
your next shopping tour. We of-
fer daily meats for every family
menu. Young, tender pork;
prime cuts of western beef;
fresh-killed poultry—all are mod-
erately priced to save you money.
Telephone 667
Market on the Diamond
Bellefonte, Penna.
a month
of good light
for the laun-
dry costs no
more than a
box of starch
WEST
PERN
POWER CO
FOR BETTER LIVING
USE ELECTRICITY
$4°°
Philadelphia
Sunday, May 26
Leave Saturday night Preceding
Excursion
+ Standard Time
i D:15 0: MM, -
Bellefonte.......10.
Milesburg.
0“
““
““
Eagleville.
Beech Creek....10
Mill Hall 0.51 P.
6“
.
M.
URNING—Lv. Phila. (Bd. St. Sta.,) 5.55 p. m.
Additional Excursion Oct. 20,
Nov. 24.
Pennsylvania Railroad
FIRE INSURANCE
At a Reduced Rate, 20%
73-36 J. M. KEICHLINE, Agent
Free SILK HOSE Free
Mendel’s Knit Silk Hose for Wo-
men, guaranteed to wear six
months without runners in leg or
holes in heels or toe. A new pair
FREE if they fail. Price $1.00.
YEAGER’'S TINY BOOT SHOP.
Employers
‘This Interests You
ARRAS RRR RRR
The Workman’s Compensation
Law went into effect Jan. 1, 1916.
It makes insurance compulsory.
We specialize in placing such in-
surance. We inspect Plants and
recommend Accident Prevention
Safe Guards which Reduce Insur-
ance rates.
It will be to your interest to con-
sult us before placing your Insur-
ance.
JOHN F. GRAY & SON.
State College Bellefonte
r
Fine Job Printing
at the
WATCHMAN OFFICE
There is no style of work, from the
cheapest “Dodger” to the finest
BOOK WORK
that we can net de in the mest sat-
isfactory manner, and at Prices
consistent with the class ef werk.
Call en or communicate with this
office.
C
HICHESTER § PILLS
Dap
Gold metallic