The Evening Sun from Baltimore, Maryland • 29

SECOND SECTION PAGE 29 PAGE 29 SECOXD SECTION Baltimore, Friday, THE EVENING SUN November 5, 1943 The Foru From Mock- Up To Mars The Story Of The Navy's XPB2M-1 THE EVENING SUN Published Every Week Day By THE A. S. AB ELL COMPANY Paux Patterson. President Entered at the Postofllce at Baltimore as second-class mall matter Subscription Rates by Mail Morning Evening Sunday 1 month 650 65c 65c 6 3.50 ti 50 $.1.50 1 $9-00 $8.00 $0.00 Editorial Offices Paltlmor nun Square Washington National Prens Building London 40 Fleet Street Circulation of Sunpapers in October 1943 ,1942 Morning 164,347 161,517 Gain 2.830 Evening 179,647 173,294 Gain 6,353 Sunday 266.506 254.412 Gain 12.094 Member of the Associated Press The Associated Press Is exclusively entitled to the use lor republication of all news dispatches credited to It or not otherwise credited in this paper and also the local news published herein. All rights of republication of special dispatches herein are also reserved.

BALTIMORE. FRIDAY. NOVEMBER 5, 1943 such matters the fire-extinguisher controls, the bilge control, the CO2 indicator, the combustible gas alarm, the deicer control and pressure gauge and propeller deicer control, cabin temperature and heater controls and about one hundred electrical switches for every electrical part of the ship radio, lighting and so on. During a test flight about 150 additional gadgets may be in use. The flight engineer has an over-all view of the control board as he constantly jots down the progress of the plane in a log book more complicated looking than an income-tax blank and a baseball box score combined.

He is the man behind the test pilot in this instance, William K. Ebel. The advantage in having Benny Zelubowski at the control board is incalculable. Nobody else, however good, could hope to be on such intimate terms with every working part of the ship as he, for he was given this spelling "by Commer-son, the author of the genus." That put us off on a search for Com-merson. Although his name, and his spelling of the name of the plant, suggest he was British, it turns out that he was a Frenchman, Philibert by pre-name, a botanist and a valued contemporary of Linnaeus, who accompanied de Bougainville on a tour of the world.

He died in 1773 on Mauritius, in the Indian Ocean, after a four-year residence. Among his works (some of which are important contributions to science) is a "botanical martyrology" biographies of men who had "fallen victims to their efforts in the cause of botany." De Bougainville, who outlived him by thirty-eight years, died in Paris, full of Napoleonic honors. Getting back to the bougainvillea (or buginvillaea), it is an impressive genus, whether it came originally from the Southwest Pacific or from South America. Some varieties are shrubby, others are classed as vines. In Florida and California, the plants run riot, making a spectacular display of red and magenta-purple.

They are not hardy; however, and are therefore generally grown under glass in other regions. As a result of war in the Pacific, we daresay that florists will find an increased interest on the part of the house-plant public in these plants. masses. In the last war German and Austrian casualties together (and it is fair to lump them since now the Third Reich embraces nearly all of the territories and peoples of the old Dual Monarchy) reached some 14,000,000. By this standard, the losses of 9,100,000 estimated by Russia do not appear incredible.

Especially is this so when it is remembered that the Russian figure includes wounded men, a great proportion of whom have not been permanently disabled but have been returned to active service. In any event, it is plain that Nazi casualties have been extremely heavy. Berlin itself has made no announcements on this subject for a long time. Yet, even if we accepted Hitler's own statement of German losses from June 21 to December 1, 1941, and applied the rate of loss indicated by it to the twenty-eight months of warfare in Russia, we should find that the Wehr-macht had lost approximately 4,054,000 men in killed, wounded and missing. Of course, It may be supposed that tjhe enemy's losses have in all likelihood been" greater than this, since even if Hitler's figures for a little more than the first five months of campaigning were accurate, they covered a period when the Nazis were advancing and before they had suffered any of their heavy defeats and disastrous stands.

Anyway, use of the Germans' own earlier admissions would indicate casualties of over 4,000,000 on one front alone. Previously they had conceded that the struggle in Poland, Scandinavia and the west had cost them 206,000 men. Secretary of War Henry L. Stimson yesterday announced enemy casualties in the Mediterranean fighting of some 600,000. In this last allowance must be made for Italy's losses greatly outweighing Germany's.

However, it seems almost certain that over-all Nazi casualties now amount to some 4,500,000 or 5,000,000, apart from those suffered on the home front in the heavy bombings of the Reich. And that, it would appear, is a minimum. The actual figure may be fixed at almost any point between it and the latest Russian estimate. Keep letters down to 200 Words if possible, sign you? own name, give your correct address. No unsigned letters will be printed.

Da light Saving Doesn't Sate, She Says To the Editor or The Evening Sun Sir; I think it about time something was done about this foolish daylight-saving plan. Who is benefiting? Not the office workers; nor the defense plants, which are on a twenty-four-hour shift. The street lights are off before 7 A. when it is pitch dark, but are on at night full while it is still fairly light. In these times, when many purse snatchings and other unpleasant things are happening, girls have to leave home at dark and walk squares to a streetcar.

Often they must stand on a corner tea to fifteen minutes, cars not stopping because so crowded. If it were helping win the war. all right, but there is more electricity burned as a consequence in the homes. Why keep up such an absurdity as the daylight plan during winter months? Baltimore, Nov. 3.

Mrs. F. Allen. Some Offhand Suggestions To the Editor or The Evening Sun Sir: After reading the Forum and making some observations, as a very recent resident of suburban Baltimore, offer a few suggestions: There is too much loafing on cost-plus war jobs. War workers should work harder.

Put all war production on a competitive basis. Put the War Labor Board and the OPA in uniform. Let the writer of that "poem" know that if Baltimore is good enough to work in. it's good enough to live in. Plenty of transportation out of here.

Let him read Elbert Hubbard's "Horse Sense." Let labor "hold the line," hat it has fought for and won; but for the duration let's fight our enemies, not each other. Give Americans back their freedom. That freezing order is the most autocratic, dictatorial, bureaucratic piece of boon doggling yet, I am laid off because of a local strike. Some 500 men are unable to go ta work, becauses the USES refused releases. How many of the flower of our manhood will die because of the loss of 20,000 man hours on production on Liberty ships, not mentioning the thousands idle over the week end? Baltimore, Nov.

3. R. L. Webber. No Loafer To the Editor or The Evening Sun Sir: We read in the headlines: "370.000 Miners On Strike." "Crane Operators Holding Up Shipbuilding." And many other items like the above, almost daily.

Here is a paragraph from a letter which I received 'from my son yesterday, who after more than one year of service overseas, was home last month on a ten-day furlough. "Sure. I was anxious to get back and get started. It was swell seeing you folks, but I don't feel right, loafing at home, when there is a job to be done. After the war, I will come home, but now I just can't loaf and know that someone else is doing and taking all the dirty work." My son is not yet 23 years old.

I hope that these lines will shame some of the loafers into work. Carolyn Stewart Baltimore, Nov. 4. An lie Sees It To the Editor or The Evening Sun Sir: Mr. Wood desires a definition of the "American Way of Life." Briefly, it is perhaps best expressed by the phrase: "Individual freedom under law." Unfortunately, it is all too true that "license" has been substituted for "freedom" and "bureaucracy" for "law." Thus, the phrase now correctly reads "license under bureaucracy." "Individual" has joined the dead language.

Accordingly, "freedom of religion" being interpreted, becomes "license to do as you please, regardless of others or regardless of public or private morality." "Freedom from want" becomes "license to loaf (or strike "Freedom of speech" becomes "license to teach subversion" (under the slick-sounding phrase of "social License has been the block of all great republics and unless we return to freedom, there is no reason to suppose that our republic will be any exception. John V. K. Helfrich. Baltimore, Nov.

4. Points From Letters Finds Them Essential In reference to Miss (it is hardly possible that she could be a Mrs.) Frances Merrill's letter of November 3, I would like to ask her if she has ever had any experience at all with children. I am the mother of a 4-month-old baby and find it essential to put rubber pants on hiTn when I dress him to go outdoors. Mildred W. Affeld.

Can't Take It, He Says I have been reading the Forum each day since the "poem" was published. I find the many letters you publish are very interestina and amusing, but I have come to the conclusion that wnue the people of Baltimore ean't take it, hqw like to dish it out. Robebi C. Nance, Middle Kiver. By R.

P. HARRISS selling papers, the family moved to Garfield, N. J. He never made or owned a toy airplane. Too busy helping support the family.

He was husky, but not very big; the smallest pair of overalls he could find swallowed him up, when he showed up at the Fokker plant, to become the protege of the taciturn but highly skilled Dutchman. The summer that Benny got a job at the Fokker plant was one of the happiest in his life. Then school reopened. The Zelubowskis held a family conference. They were convinced of the wonders of education, but the plain fact was that Benny was learning and earning a lot in the aircraft plant, and the family needed the money.

So, with the consent of the school authorities, Benny was allowed to keep his job and go to night school in Passaic. He went to night school for three years and, in addition, was intensively tutored in math and engineering by Harold Ranier, who is now with North American Aviation, in California. The rest of the way Benny Zelubowski has had to go it alone. He has gone a long'way. To return to the Mars.

It begins as the XPB2M-1, rising in pristine beauty from the designers' drafting boards, in response to specifications from the United States Navy. There were 12,600 drawings. It is impossible to ascribe to any one man the author-ship of the final design of the Mars. It was the result of a brilliant, indeed audacious, collaboration of the whole engineering staff at Martin's; but, in an important sense, it was evolved out of experience, trial and error, and mechanical genius. At the Martin plant, they tell you that Benny Zelubowski, more than any other one man, was responsible for the actual building of the craft.

In the construction of any new type of aircraft certain procedures are followed to obviate, in so far as is humanly possible, mistakes in design. Designers, even great designers, have been known to make mistakes on paper which become dreadful headaches later on. Therefore, the plane is first produced in wood, full size. This wooden dummy is known in plant terminology as the "mock-up." It shows exactly how the actual plane would look, if no further modifications were made in the design. If there are any serious errors in the blueprints, they will show up glaringly here.

It is a favorite saying of Benny's that "you can't bump your head on a blueprint, but you sure can on a mock-up." When the wooden shape is built. Benny and the technicians swarm all over it, inside and out. correcting all faults in the design before work is begun on the actual prototype. I saw the Mars mock-up at the plant when I visited Benny there; it was partially shrouded, but even so it still looked like what it was the wooden shadow of the Mars. The successive steps in the building of a new plane are as follows: First, the customer (in the case of the Mars, the United States Navy) specifies what is wanted as to power, weight, speed, capabilities.

The mpek-up evolves. Then the plans are redrawn from the remodeled mock-up, and after a final checkup they are turned over to Benny and the engineering department, who set a time schedule for the building of the plane. Because of his experience in the construction of such planes as the China Clipper, the Hawaiian Clipper and the Soviet Clipper, his long and close association with various designers, and the skill and loyalty of the hundreds of men who work under him, Benny can be extremely accurate in laying out his schedule. Once the ship has been built, tested and approved, it can then go into production. Until that time, it remains just an untried idea.

The tools for its eventual assembly-line production do not even exist. It has to be made with human ingenuity and improvised tools. Finally the day comes for the water test, during which the plane is merely taxied out on the ramp. This is an occasion, but the flying test is the great day. You can judge its significance by the insurance for that first flight, which on the -Mars ran to $3,000 an hour.

Having gone along with the building of the plane, through all it stages, Benny Zelubowski now sits at the control boards, as flight engineer. 'He faces a switchboard of incredible complexity and size. It resembles, roughly, the engine room of a large steamship. Here are the instruments which he must watch: Throttle controls, four mixture controls, four propeller controls, the propeller governor, carbureter air temperature, cowl flaps, oil cooler, auxiliary power-plant throttles, eight fuel valve controls, four engine supercharger controls, two cabin supercharger controls, emergency transfer pump, fuel hand-pump control (for use in emergencies and frequently before the engines are ready for the takeoff), four tachometers for recording engine speeds, four manifold-pressure gauges, four fuel-pressure gauges, two torque gauges B. M.

E. P. gauges for measuring torques or H. P. four cylinder-temperature gauges, the four carbureter air-temperature gauges, eight fuel-quantity gauges, an outside temperature gauge, two hydraulic pressure gauges operating wing flaps, four airmeter gauges, four voltmeters; alj ALTIMOREANS who lately had seen a huge four-motored plane flying over this area and suspected that it was the world's biggest flying boat the Mars have had their hunch confirmed.

It was the Mars, all right, and now, after exhaustive tests, the Martin plant has turned it over to the Navy Trial Board for verification of the results. Calling this great, graceful craft "a flying Liberty ship" is just one way of saying that it can carry a lot of freight, for a plane. It is a seventy-seven-ton craft, and a plane that big makes impressive statistics: the wings, stood end on end, as high as a twenty-story building; the engines that together generate twice as much power as a two-car Diesel-electric railway locomotive; the seventeen-and-a-tfalf-foot propellers, biggest yet used; the fuel load of one railway tank car of gasoline. Its designing, building, testing, overhauling, rebuilding, retesting all this has been a job for many minds and hands. But there is one man whose name, at Martin's, is almost synonymous with the Mars.

He is the senior general foreman of the experimental department, and also so they swear at the plant the greatest flight engineer alive. Any account of the Mars would be incomplete without the story of this man. It begins a few weeks after the Lindbergh flight to Paris. A cherubic, round-faced kid of 13 came to work in the Fokker plant at Teterboro, N. as a mechanic's helper.

His name was Benny Zelubowski and 'he got the job because his older brother Eddie, who. worked there, had put in a word for him with an eccentric Dutch foreman. The foreman couldn't speak much English and yet the kid seemed to catch on to the work at once. Pretty soon he was a full-fledged mechanic, though he had to stand' on a crate to reach the engine of the F-10 which Fokker was then building for Western Airlines (now Transcontinental Western Air). Before the kid was 14 he had become a top-notch mechanic, holding one of the first licenses issued by the Department of Commerce, through what has since become the CAA.

At an age when most kids were still day-dreaming or working on models, Benny was working on the real planes of famous airmen. He was to work on such ships as Amelia Earhart's Southern Cross, on Lindbergh's Spirit of St. Louis, on the plane Admiral Byrd used in the Antarctic expedition; in his early teens he became flight mechanic for Bernt Balchen, Huey Welles, Eddie Brooks, Clyde Pangborn, Chamberlin and Lindbergh. Benny's is strictly an American success story. Papa and Mama Zelubowski came to this country from a village near Wilna, in what was then Russian Poland.

They came believing America to be a land of opportunity, where, if one tries hard and has something on the ball, success is inevitable. Benny, the third 'of six children, was born in Cleveland, where the father worked about eight months out of the year as a wool sorter in a textile factory. There were no "advantages" for the Zelubowskis' American kids, except the one inalienable advantage which the parents never lost faith in that of opportunity. When Benny was old enough to start Mr. Billopp Argument A fault not uncommon among women is their love of argument.

This is unfortunate in these trying times when there is so much to be done and so little time in which to do it. A man, for example, may come home in the afternoon and have but a few moments of freedom before he must resume his close following of the events on the war front or pursue a mystery story to its bitter end. He has no time for argument. He merely has time to state one or two facts. His wife, however, is indifferent to the years he has spent acquiring knowledge and his lengthy experience in arriving at sound judgments, the fruits of which are hers for the asking.

She will want to know from what source he obtained his information, what makes him think his facts are true. It does no good for the man to explain that the facts are incontrovertible and consequently do not need to be discussed. This will only encourage his wife to assert that they do not make common sense and to demand why she should be expected to accept everything on his say-so. If she is the unrestrained woman of the advanced school, she will Insist she has the right to her own opinions even though they may clash with his. It is then up to the man to defend his position, something be had not intended to do and for which he is not prepared.

And it makes matters no better when his wife begins to question his arguments as violently as she did his original statements. Under such circumstances a man is likely to look back longingly to the good old days when man was the sturdy oak and woman the clinging vine; and when, by scowling at? her or lifting his voice, she would go off into' a swoon. CHRISTOPHER BILLOPP Suspect, in general, those who remarkably affect any one virtue. say suspect -them, for they are commonly impostors; but do not be sure that they are always so; for I have sometimes known saints really religious, blusterers really brave, reformers of manners really honest, and prudes really chaste. Lord Chesterfield, Letters, 19 December, 1749.

Who Won? The War Labor Board will probably approve today the new miners' contract which Mr. Ickes, with the authorization of the President, has negotiated with Mr. John Li Lewis. It really hasn't got much choice in the matter, since the President authorized Mr. Ickes, to go ahead and work out a contract.

The question which most people, long since thrown into complete confusion by the proposals and counterproposals involving portal-to-portal pay, length of lunch periods, hourly rates figured to a fraction of a cent, will want to know is, who won? This can be answered very quickly. Mr. John Lewis won. Disregarding the details? of the formula by which the result is achieved, the miners are getting, very close to the increase in the weekly wage that they have been after. The effort of the War Labor Board to stick to its "Little Steel" formula has been overridden.

The, unions have been able to get what they want despite the War Labor Board's policy of refusing to negotiate with a striking union. The new principle of portal-to-portal pay which Mr. John L. Lewis has been working for is now formally accepted. And the struggle against inflation has received another setback.

Mr. Lewis has defied the Administration and has got away with it. OPA's Thinking Does OPA think? And, if so, when? These questions are the very natural outcome of a good many of OPA's actions which set the public to wondering. A case in point concerns the new A gasoline ration coupons. OPA has ruled that motorists must write the number of their license tags on the fronts of all the coupons.

A writer in the Forum yesterday called attention to the fact that here in Maryland new license tags will be issued on April 1, 1944, and if the new A coupon books are to last a whole year, then the numbers written on the front of the coupons to be used after April 1 will bear no relation to the new license This will, of course, be absurd, but OPA says go ahead and do it, anyway. In reaffirming the order a spokesman for OPA is quoted as remarking: "We don't know yet exactly what we are going to do, but we will think of something." From this it may be concluded that CPA does think, even if its thinking is a trifle behind its acting. Bougainvillea Since the announcement a few days ago of the invasion by American forces of Bougainville Island, largest of the Solomon Islands group, a lot of Americans, particularly those of the Deep South, doubtless have been wondering what the tieup is, if any, between that island and the gaudy plants known as bougainvillea. Did the plants come originally from the island? Our standard work, the Pacific Island Pilot, to which we are accustomed to turn every time a name like Velli Lavella or Yea Ohyea or Sori Sosori turns up, is silent on the subject. Though it occasionally gives choice items of information, in the case of Bougainville it confines itself strictly to details which might be useful to forces attacking the island, and maybe that's just as well.

Bailey's Standard Cyclopedia of Horticulture, while indicating that bougainvillea derives from the French navigator de Bougainville, 1729 1811, makes no connection between the plants and the island. In fact, Bailey calls the bougainvillea "South American plants." Webster's Dictionary lists "buginvillaea," tropical American ryctaginiaceus shrubs, noting that fhough named for de Bougainville, it has "come along with the ship," from mock-up to Mars. The day of the daredevil test pilot is over; every device that can be devised for greater safety is used. Nevertheless the testing of a new plane continues to be a time of intense suppressed excitement. Designers, construction chief, flight engineer, pilot are taut.

A mishap unrelated to structural problems may dash the hopes, and lives, of them alL A mishap occurred on December 5, 1941, when the navy's XPB2M-1 by then already officially designated as the Mars taxied out on Dark Head creek from Middle River for her maiden test. As the Mars moved toward deep water the sVnall group of officials watching the performance saw the craft go out of control, zigzag, spin round and beach itself, while smoke and flame shot out of the No. 3 motor inboard at the captain's right. This motor fell out into shallow water, after setting the plane afire. The intense heat seared the body of the plane.

The blade of the propeller had smashed clean through the hull of the ship. A little closer and it would have decapitated Benny Zelubowski. As it was, he received a shower of tiny splinters in his face, neck and right arm. Members of the crew ran through the wings and scuttled out along the catway to No. 4 (the right outboard motor), dousing it with acid, for smoke was pouring out its nacelle.

Happily, this precaution wasn't necessary, for this motor wasn't afire the smoke was merely blowing through the motor from the wing channels. By the time firemen and Coast Guardsmen had got heavy streams of water through the portholes to put out the fire, the spirits of everyone concerned were soggy. Benny, heartbroken, dragged himself away. "For the next twenty-four hours," he said later, "I just didn't care if I lived or died." The official version of the mishap is in technical language, which is apt to sound like doubletalk to the ordinary layman. However, it is plain that it was a case of mechanical rather than structural failure.

Nor was there any question of sabotage. It was just one of those things which can and do happen in experimental plane building. Repairs were begun almost immediately and in the following summer the Mars made its first flight, rising within thirty-four seconds after it taxied from the ramp, for a beautiful cruise above the bay. The navy's eventual decision to convert the Mars into a cargo plane was not regarded as being in any sense a reflection on its capabilities but a natural move in keeping with the necessities of global warfare. Speed is essential.

It takes eight weeks for a sea convoy to reach Australia from any major American port, during which time much fighting equipment in the Pacific area may be immobilized because of a lack of replacement parts. An Atlantic convoy has been known to take only eight fewer days to reach its destination than the Mayflower took to come across in 1620. The sinking of a freighter may mean disaster to an outpost awaiting 'critical supplies. But with ships of the Mars class, deliveries could be made to any war front in five days. It is estimated that, in a theoretical operation involving the moving of 10,000 tons of war supplies to Hawaii, twenty-two Mars cargo ships could deliver it all in sixty days.

And the advantage of big flying boats over big land planes for lots of chores is obvious: land planes require elaborate landing bases; all that flying boats need is water. As for post-war developments, it seems certain that any freight planes in the Mars class will be converted into de luxe passenger planes. Benny Zelubowski, for one, is confident that this will come as a matter of course, with yet brgger planes also being built. Benny got married recently to a Baltimore girL Too busy to take an extended honeymoon, he looks forward to a post-war bridal trip to Ibe and Japan in one of these converted planes, or perhaps in a superduper job three or four times as big as the Mars. Gob Humor From the New Orleans Station Pelican "My wife gets very historical when I stay out nights." "You mean hysterical, don't you?" "No, historical.

She digs up my past." Isei, Nisei, Kibei Reports of trouble at the Tule Lake Segregation Center for Japanese-Americans, in California, have been frequent of late. Disloyal internees, estimated as being about 15,000 out of a total of 16,000, were said to have gained temporary control of the camp, holding several persons prisoner for hours. Yesterday the army took over the policing of the area, after a civilian guard and a doctor had been attacked. The Tule Lake camp is one of ten scattered relocation centers in Isolated areas of California, Arizona, Arkansas, Idaho, Utah, Wyoming and Colorado, administered by the War Relocation Authority. The number of inmates in these centers varies between 7,000 and 18,000.

There are, in all, 110,000 Japanese boarders, 70,000 of whom have American citizenship. Apparently the worst troublemakers are in the Tule camp; reports from other centers appear to indicate that the morale of their inmates is good, on the whole. The average age of the American citizens in these centers "is 21. These are the Nisei, or second generation ni meaning "second," set meaning generation. The other third are mostly the Jset, whose average age is 59.

These Isei came into this country from Japan as market-garden farmers, up to 1924, when the Exclusion Act became effective. There is yet another classification, the Kibei, consisting of second generation, American-born Japanese who were sent back to Japan for education and indoctrination, and have returned to the United States. Their number is relatively small. These, it is thought, are the chief troublemakers. As a whole, the Nisei are regarded as loyal to the United States, though many" still hold dual citizenship, through a peculiar arrangement whereby their parents registered them as children with Japanese Government agents.

Few of them speak or read the Japanese language well, they having all been educated in American schools. When the army canvassed the relocation camps, it found fewer than 300 who knew the language well enough to be of any use in teaching it. There are, in addition to these interned Isei, Nisei and Kibei, several thousand American-born Japanese serving in the nation's armed forces. Up to now, it has not been feasible to separate all the second generation from the older people, as this would mean the breaking up of family groups. Presumably, however, the Tule Lake camp will be used as a concentration point to which the openly disloyal and troublesome may be sent.

German Casualties The Russians have officially estimated German casualties to have run to 2,700,000 men in the last four months, a period covering the costly but abortive Nazi offensive against Kursk and the powerful Red army offensive which began late in July. If accepted, this figure, it is pointed out, would bring Nazi casualties on the Russian front since June 21, 1941, to some 9,100,000. That is a staggering total and probably errs, perhaps quite widely, on the side of exaggeration understandably enough, it may be added, since, during-some -of the most sanguinary phases. of the war in Russia, the Red army's retreat did not permit of anything like an actual count of the enemies fallen on the battlefield. However, this situation has not obtained since late last autumn.

Moreover, the figure is by no means fantastic. In this war Germany and its satellites have employed larger armed forces than they used in 1914-18 and the conflict in the East has been a singularly bitter and bloody contest between huge Was Napoleon Born In Brittany? WhERE was Napdleon born? At Ajaccio, in Corsica, say the standard authorities. But a correspondent of the Manchester Guardian says no, and the Guardian sees fit to print his argument, as follows: "As a matter of cold fact but don't you ever dare say so to a Corsican! Napoleon was born in a Breton village not far from St Malo, where the St. Malo Historical Society found the page in the church register recording the event had been torn out, probably by some Corsican patriot. His mother was the guest of the French Governor of Corsica, then home on leave on his Breton estates.

Even the Napoleonic Museum at Ajaccio reveals by the record of baptism exhibited in the Grand Salon that Bonaparte was not baptized in Corsica' until a couple of years after his birth. "Another curious misunderstanding is almost universal in the case of the nickname Le Petit Caporal bestowed on Napoleon. It had nothing to do with army rank. It meant chief or boss. After the Battle of Lodi Bridge, May 10.

1796, where Austrian mercenaries routed the Corsican patriots, it was given to him. The title dates from about A. D. 1100, when some communes in the central mountains around Corte revolted against the feudal seigneurs and chose chieftains of their own, styled caporali." How To Make Correctly A Promenade On Horseback FrOM the sports page of Pour La. Vic-toire, French-language newspaper published in New York, the estimable M.

Pum Frit renders the following: "Contrarily to the prejudice that yet persists, equitation is not a sport particularly difficult, nor particularly dear. In America, the promenade on horseback is not a luxury; to the contrary, the very sane and agreeable sport is accessible to purses the most modest. "Ten lessons at least are necessary for to apprehend the good rules, to make a correct trot and even a little to the gallop. Those who learn to mount the horse without a professor arrive sometimes to the mastery, but their tenue rests always on scant grace and falsity in the true art of equitation. In New York, certain professors prefer to give lessons in the inclosed track, others teach it openly in Central Park.

The price in all the academies is similar $2 the hour. As to equipment, the essential is to have a special pantaloon and a pair of little boots. No matter what kind of blouse; for autumn, a good pullover suffices, in winter it is preferable to carry a woolen jacket. These long jackets manufacture themselves no more (because of the war), but there yet remains a considerable stock in the shops. "A hat is not indispensable, but if one carries it, it must be well planted on the head, held by an elastic.

An indispensable accessory is a pair of gleves, which should be of limp leather. One wears also gloves of knitted string, but this is not to be recommended because the reins glide too freely in the glove of string. It is not necessary to mount on horseback all the days; one hour per week suffices.".