developed and goods are still largely carried on pack animals, including camels. Highways have not been developed and the routes frequently consist of mere trails, although there are a few miles of paved road near the capital. The Franco-Ethiopian Railway Company formed in 1896, built a line extending from the port of Jibuti in French Somaliland to the capital, reaching the latter in 1917. It is of narrow gauge with a total length of 495 miles and is under French management and dependent financially on French government subsidies. There is telegraphic communication (1056 miles) between Addis-Abeba and the cities of Harar, Jibuti, and other points, and there are telephone communications between Addis-Abeba and several other towns. The coin of the country is the Maria Theresa dollar, to which of late years has been added the Menelik dollar, now the standard coin with a value in 1922 of about fifty cents.

The nominal head of the state is the Emperor or Negus, but the executive consists of a state council comprising the important chiefs known as Rases, who are the governors of districts and provinces and the chiefs of villages. In 1918 the country was under the personal rule of the regent, but in August, 1919, the cabinet system was introduced. It was reported afterwards, however, to have lapsed into disuse. The army consists of a standing force and of a sort of militia drawn from the chiefs and from retainers as in feudal times. The former has been placed at somewhat less than 100,000 men, and the militia at about 200,000 men, but they are both ill equipped and loosely organized. In 1922 the Empress was Waizeru Zauditu, daughter of the late King Menelik, born in 1876 and crowned Feb. 11, 1917. The chief, or ras, Taffari was declared regent and heir to the throne. The new government was recognized by

Great Britain.

ACADEMY, FRENCH (ACADÉMIE FRANÇAISE). The oldest of the five academies which make up the Institute of France, and officially considered the highest; founded in 1635; reorganized in 1816. The list of the Immortals is as follows: Othenin de Cleron, Comte d'Hausonville, Charles Louis de Saulses de Freycinet, Louis Marie Julien Viaud (Pierre Loti), Paul Bourget, H. G. Anatole François Thibault (Anatole France), Gabriel Hanotaux, Henri Emile Lavedan, Fredéric Masson, René Bazin, Alexander Ribot, Maurice Barrès, Maurice Donnay, Jean Richepin, Raymond Poincaré, Eugène Brieux, René Doumic, Marcel Prévost, Henri de Regnier, Marshal Lyautey, Pierre de la Gorce, Henri Bergson, Marshal Joffre, Louis Barthou, R. M. A. Tardiveau (René Boylesve), François de Curel, Alfred Baudrillart, Marshal Foch, Georges Clemenceau, Jules Cambon, Henry Bor: deaux, Robert de Flers, Joseph Bédier, André Chevrillon, Pierre de Nolhac, Georges Goyau. Of the above René Doumic, Georges Goyau and Pierre de Nolhac were elected in 1922. In the course of the year seats were left vacant by the deaths of Alfred Capus, Ernest Lavisse and Paul Deschanel (qq. v). The prize for literature recently established was awarded to M. Pierre Lasserre, especially for his work on French romanticism. The prize for novels was awarded to M. Carco for his story L'Homme traqué. The Née Prize was given to the poet, M. Maurice Levaillant.

ACADEMY OF ARTS AND LETTERS, AMERICAN. Seven members of the National Institute of Arts and Letters founded this society in 1904. It is limited in membership to fifty and is similar to the French Academy. Vacancies caused by death are filled by election by the members from the National Institute on the basis of lifetime achievement in literature, painting, sculpture, architecture, and music. There was one vacancy in the Academy in the year 1922 caused by the death of Mr. Thomas Nelson Page, November 1. In 1921 the Academy received the gift of a four-story building at 15 West 81st Street, New York. In 1920 it received a gift of $200,000 for the purpose of erecting a building at 633 West 155th Street, New York. In the course of 1922 preparations were being made for its occupancy on Feb. 22, 1923.

Important features of the year were the celebration of the Three-Hundredth Anniversary of the birth of Molière, April 25, and the seventh Annual Series of Addresses in the spring. M. Maurice Donnay and M. André Chevrillon of the French Academy were speakers at the former, and at the latter three addresses on the American diplomatic service were delivered by former chiefs of diplomatic missions to Italy, Denmark, and Germany; these included "Our Marooned Ambassadors" by Robert Underwood Johnson; "The Difficulties of Diplomacy" by Maurice Francis Egan; and "The Essentials of an Efficient Diplomatic Service" by David Jayne Hill.

Membership in 1922, in order of election, comprised the following: John Singer Sargent; Daniel Chester French; James Ford Rhodes; William Milligan Sloane; Robert Underwood Johnson; George Washington Cable; Henry Van Dyke; William Crary Brownell; Basil Lanneau Gildersleeve; Woodrow Wilson; Arthur Twining Hadley; Henry Cabot Lodge; Edwin Howland Blashfield; Thomas Hastings; Brander Matthews; Elihu Vedder; George Edward Woodberry; George Whitefield Chadwick; George de Forest Brush; William Rutherford Mead; Bliss Perry; Abbott Lawrence Lowell; Nicholas Murray Butler; Paul Wayland Bartlett; Owen Wister; Herbert Adams; Augustus Thomas; Timothy Cole; Cass Gilbert; William Roscoe Thayer; Robert Grant; Frederick MacMonnies; William Gillette; Paul Elmer More; Gari Melchers; Elihu Root; Brand Whitlock; Hamlin Garland; Paul Shorey; Charles Adams Platt; Maurice Francis Egan; Archer Milton Huntington; Childe Hassam; David Jayne Hill; Lorado Taft; Booth Tarkington; Henry Bacon; Charles Dana Gibson; and Joseph Pennell. President, William Milligan Sloane; chancellor, Brander Matthews; permanent secretary, Robert Underwood Johnson, 15 West 81st Street, New York City.

ACADEMY OF SCIENCES. NATIONAL. See SCIENCES, NATIONAL ACADEMY OF.

ACCIDENTS. See AUTOMOBILES; RAILWAY ACCIDENTS; SAFETY AT SEA.

ADAMS, ALVA. Former governor of Colorado, died at Battle Creek, Mich., November 1. He was born in Iowa County, Wis., May 14, 1850 and after an education in the common schools became a hardware merchant in Colorado, where he was elected to the legislature in 1876. He was governor of Colorado 1887-9 and in 1897-9 and was candidate in 1904 and de

clared elected, but after holding the office, Jan. 10, 1904 to March 20, 1905, was removed by the legislature. He was a member of the Democratic National Committee after 1908. When the Panama Exposition was approaching he was the United States commissioner to Australia and the Far East, for the purpose of engaging the Eastern countries to coöperate. ADAMS, JAMES DEXTER. American naval officer, died at Washington, D. C., February 19. He was born at Catskill, N. Y., May 4, 1848, and appointed from Mississippi to the United States Naval Academy where he graduated in 1868. He became master in 1870 and lieutenant in 1873. At the time of the Spanish-American War he was made commander, March 4, 1899. He became rear-admiral, Oct. 25, 1908, and retired with that rank, May 4, 1910. He had a varied service at sea as well as on staff duty. In 1898 he commanded the Yankton and in 1900 the Mayflower. He was on duty at the New York Navy Yard, 1902-5, and again in 1907-8, and was in command of the Olympia, 1905-6. He was commandant of the navy yard, Charleston, S. C., Jan. 2, 1909, till his retirement.

The

ADELPHI COLLEGE. A non-sectarian institution of higher education at Brooklyn, N. Y.; founded in 1857. The enrollment in the fall of 1922 was 337 and in the summer session of 1922, 68. There were 29 members in the faculty of whom two were added during the year. library contained 19,500 volumes. The productive funds or endowment amounted to $238,000 and the income for the year was $98,867. There was a campaign in progress for the addition of a million dollars to the endowment. President, Frank D. Blodgett, LL.D.

ADEN. A volcanic peninsula on the Arabian coast belonging to Great Britain. It lies about 100 miles east of Bab-el-Mandeb and forms part of the Presidency of Bombay. Area, about 75 square miles; with a Protectorate of 9000 square, miles. The settlement includes also the peninsula of Little Aden, some settlements on the mainland, and the island of Perim, of about 5000 square miles at the entrance to the Red Sea. The population of Aden and Perim in 1921 was 54,923 of whom about 80 per cent were Mohammedans, and the population of the Protectorate in 1911 was about 100,000. The chief manufactures are salt and cigarettes. Commercially the importance of Aden depends only very slightly on its industries. Its position as a business centre rests on the fact that it is the entrepôt for the entire Red Sea district. It is a free port, and the only charges are a small landing impost and a duty on wines and liquors. Its excellent harbor and strategic location on the trade routes to the East, to the Persian Gulf, and to the east coast of Africa have made it a convenient port of call, especially for British ships, which have for years controlled the trade in this part of the world. Other contributing influences to maintain Aden as the commercial centre are its old preeminence as the principal trading place of the district and the encouragement to trade offered by the government. The trade is mainly transit. In 1920-21 the imports by sea were valued at £5,775,443: by land £171.499; total, including treasure, £61.494,838, as compared with a total in the preceding year of £7.124.078. The chief imports were cotton, piece goods, grain, hides and skins, tobacco, coal, coffee, sugar, vegetables, fruits, and other pro

visions. The exports by sea in 1920-21 were valued at £4,119,419; by land, £198,355; total, including treasure, £5,367,011, as compared with a total of £6,517,004 in the preceding year. The chief exports were coffee, gums, hides and skins, cotton goods, tobacco, sugar and provisions. The shipping in 1920-21 included 1119 merchant vessels of 3,196,243 tons net, of which 642 vessels were British.

The boundary of the hinterland was determined in April, 1905, by British and Ottoman commissioners, and in 1914 by an Anglo-British convention this boundary was continued through the desert to a point opposite Bahrein in the Persian Gulf. The government is under a Political Resident with four assistants. Political Resident, 1922, Major-General T. E. Scott.

ADLAY FOR BREAD MAKING. See AGRICULTURE.

ADRIAN, ALFRED DOUGLAS. See NECROLOGY. ADULT EDUCATION. See EDUCATION IN UNITED STATES.

ADVANCEMENT OF SCIENCE, AMERICAN ASSOCIATION FOR THE. An organization founded in 1840 based on the principle that in a democracy where no dependence can be had upon a leisure class, science can only be supported as a result of the organization of scientific men. Through its meetings and publications the Association has promoted intercourse and coöperation and the feeling of fellowship among scientists and those interested in the advance of science and education. The Association has become a great federation of American scientific societies which either meet regularly on their own account or during the annual convention week of the Association at the close of each year. Meetings have been held so far in Baltimore, Boston, Minneapolis. Washington, Cleveland, Atlanta, Philadelphia, Columbus. New York, Pittsburgh, St. Louis, Chicago, and Toronto. and have constituted a powerful means of disseminating knowledge, of cultivating the scientific attitude of mind. and of promoting a general appreciation of the great importance of science and scientific study. There is also a Pacific Coast Division of the Association which bolds its meetings independently in the summer. Science, a weekly journal, is the official organ of the Association. Membership in 1922 was about 15,000.

The meeting in 1922 was held in Boston at the invitation of the Massachusetts Institute of Technology and Harvard University and delegates to the number of 2339 were in attendance from all parts of the United States and a considerable number of foreign countries. The sessions of the association were addressed by prominent scientists on a variety of subjects. Dr. Eliakim H. Moore spoke on "What is a Number System?" He raised the question of the distinction between mathematics and the natural sciences and pointed out that although mathematics is simpler and more self-contained than are the other sciences, it is not absolutely self-contained and that in its development it constantly receives stimuli from non-mathematical sources. He undertook to give an impressionistic descriptive view of the historical development of the fundamental notion of number. At another session Dr. Livingston Farrand, president of Cornell University delivered an address on "The Nation and its Health," in which he reviewed the progress of public health

work in the country and pointed out that since 1870 the average length of life had been increased by 15 years and that marked reduction had occurred during this period in infant mortality and in mortality due to tuberculosis, typhoid, smallpox and many other diseases. It was admitted, however, that efforts thus far had been unable to prevent increases in certain unconquered diseases, such as cancer and diseases of the heart and kidneys. Dr. William Morris Davis spoke on "Lessons from the Grand Canyon" and Mr. Calvin W. Rice delivered a lecture on "Engineering and Scientific Developments in South America." A lecture was delivered by Dr. Edmund B. Wilson on "The Physical Basis of Life," in which he reviewed some of the problems of the protoplasm and the cell from the stand point of the modern eytologist, embryologist, and geneticist, comparing present views with those expressed by Huxley in his Edinburgh address 50 years ago. He drew the conclusion that life was a property of the cell system and that its physical basis was inseparable from the problem of the organization of the system.

Various resolutions were adopted in the executive sessions of the council of the association of which may be mentioned: Affirming that so far as scientific evidences of the evolution of plants and animals and man were concerned, there was no ground for the assertion that these evidences constitute a "mere guess"; favoring the adoption of the metric system for the United States and recommending its use by scientific men in all publications; approving with limitation pending legislation (H. R. 11,476) removing the present restriction of copyright in the United States to books printed in this country. The meeting in 1924 is to be held at Washington. The treasurer's report showed the total permanent funds of the Association to amount to $121,414.77, and receipts from all sources in the year to be $69,390.21. ADVENT CHRISTIANS. See ADVENTISTS. ADVENTISTS. The Seventh-Day Adventists is the largest branch of this denomination. There are 4,730 organized churches throughout the world, with a total membership of 198,088, according to the report for 1921, which is the latest available. In the North American division, comprising the United States and Canada, the churches numbered 2,235, having a membership of 98,715, an increase of 18 churches and 2.838 members over the previous year. There were 704 ordained ministers, 338 licensed ministers, 611 licensed missionaries, and a total of 2.482 laborers in the denomination. The per capita tithe receipt was $32.65 and totaled $3.222.055.49. Offerings to foreign missions, not including that contributed by the Sabbath schools, or Young People's Societies, amounted to $894,170.29; Home Missions, $279,979.50. There were 2.842 Sabbath schools in 1921. with a total membership of 99,607. Church buildings numbered 1.337. whose value was estimated at $4,162,998.57. The 705 Church schools had a teaching staff of 972 and an enrollment of 16.883; buildings and equipment valued at $716,274.86. Statistics for the Young People's Societies show that there were 1252 with a membership of 25.617 for foreign work they contributed $129.426.07 and for Home Mission Work, $23,148,50. Denominational literature is now published in one hundred different languages and six pub

lishing houses are maintained in North America. A total of 3507 publications were issued during the year. The denomination conducted evangelistic work in 108 different countries. There were 114 educational institutions in North America and elsewhere and 16 of those in North America furnish full college courses. The best known are Loma Linda College, Pacific Union College and Walla Walla College.

There are for other branches of the Adventist movement. The Adventist Christian Church was established in 1855 and is the oldest of the denomination. It holds a biennial General Conference and, comprises 51 subordinate conferences, four publication associations and two foreign missionary societies. It maintains three educational institutions of which may be mentioned Aurora College at Aurora, Ill. Statistics for 1921 indicated there were 535 churches, 770 ministers, 30,597 members, 383 Sunday Schools, with an attendance of 24,141 members. The Church of God, Adventist, was founded in 1865 and in its fundamental doctrines is the same as the Seventh-Day Adventists. Its last general conference was held in August 1919 at Stanberry, Mo., where is the publishing house of the movement. Periodicals include the Bible Advocate and the Sabbath School Missionary. In 1921 there were 22 churches, 46 ministers and a church membership of 848. The Life and Advent Union while in accord with the Adventist doctrine is distinctly congregational; its associations are for fellowship and have no ecclesiastical authority. Its official organ is the Herald of Life, published at New Haven, Conn. There were in 1921, 13 ministers, 15 churches, and a church membership of 658. Sunday Schools numbered 9 and had an enrollment of 512 members. The Churches of God in Christ Jesus, Adventist, has no general organization; there are nine annual State conferences. It was organized in 1888 and also is in general accord with the other Adventist bodies. Statistics show 87 churches, 50 ministers, 3457 church members, 55 Sunday Schools, with an enrollment of 2851 members. Restitution is its official publication.

AERONAUTICS. During the year 1922 in practically every field of aëronautics there was steady progress and development, even if many of the features were not such as to be considered sensational. There were improvements in airplanes and their equipment, and commercial aviation made notable advances, although in many cases it was confessedly difficult to put commercial flying on a paying basis without government subsidies. The records made for mail-carrying and the safe and rapid transportation of passengers were maintained, and extended during the year. New air routes were being laid out and increased patronage obtained by commercial lines already in existence. In Europe, economic and political conditions somewhat interfered with the normal progress of aviation, notwithstanding financial support given by the leading governments, but there enough commercial routes in operation to demonstrate conclusively their usefulness.,

were

In the United States, contrary to the general impression, there was a greater amount of civil flying done than in Europe, and a number of air routes were regularly maintained, as described later in this survey. For the United States the year 1922 was indeed an important

one, as improved and reliable motors and planes operated by American pilots brought the United States records for speed, duration and distance. In particular the United States Army Air Service was conspicuous for its accomplishment in aviation and for the progress made during the year. It held the world's record for endurance, altitude, speed and long distance and non-stop flights, all of which are referred to elsewhere. Likewise in mechanical construction progress was made during the year by the United States Army and Navy which contracted for American built, all metal planes, using the alloy duralumin, which was also extensively used in the rigid dirigible Z R-1 in the course of construction at the Navy Aircraft factory at Philadelphia and the Naval Air Station at New Jersey.

LEGISLATION. Reference was made in the YEAR Book of 1921 to the bill introduced in the Senate by Senator Wadsworth, providing for a government bureau to supervise civil aërial transport. This bill, which was drawn with the coöperation of the leading aëronautical interests of the United States, passed the Senate on Feb. 14, 1922, and then went to the House of Representatives, where, at the end of the year, it was under consideration by the Committee on Interstate and Foreign Commerce, with the aim of improving its provisions from the viewpoint of constitutionality, relation to the International Air Navigation Convention, departmental details, and matters of administration, such as adapting customs, immigration and public health and other regulatory legislation to air travel, and finally such questions as with respect to crimes and court jurisdiction and general matters of form, arrangement and clarity of expression. Great care was being expended on this measure, as it was desired that the bill, when it became a law, should provide a constructive element in the American air transportation system, and should supply competent authority and regulation which the United States hitherto had lacked, but which had been developed in other nations. The bill provided for a bureau of civil aëronautics in the Department of Commerce and made possible the promulgation and demonstration of an aërial code and general supervision of commercial flying by the registration and certification of pilots and planes. It aimed to foster the construction of public airports and lay out a network of air routes throughout the United States, so as to facilitate air mail and commercial aviation generally. An important feature was the coordination of the various government agencies interested in aërial matters generally. FRENCH AVIATION EXHIBITION. Late in the year the Eighth Aviation Salon was held in France, and was noteworthy in that it contained the largest number of exhibits so far shown. The same tendency was observed as was seen in America, namely to differentiate between commercial and military machines, the former being equipped with several motors, while the military models were designed for higher speed and altitude. There was also a tendency towards larger sizes, and models of commercial airplanes included single motor machines up to 600 hp. while one machine with three motors was shown, and also an all-metal four-motor, 1000 hp. airplane with a capacity of 25 passengers.

TECHNICAL ADVANCES. In the progress of aviation the number and arrangement of supporting surfaces always was an important con

sideration. Previously it was realized that while the monoplane was the speediest of types, nevertheless it was not so useful for the larger sizes and large capacities. However, in 1922 the monoplane was adopted commercially by such leading constructors as Fokker in Holland, Junkers in Germany, De Haviland in England and the Nieuport Company in France, while a number of speedy monoplanes were in evidence in the United States.

PILOTLESS AIRPLANE. Late in the year the Army Air Service announced that there had been developed and tested a pilotless airplane equipped with an automatic control device for which were claimed greater accuracy and dependability than of any human pilot. This announcement was made as one of the most important of the post-war developments, and included a statement that the new device had been developed to a point where it had made successful flights of more than 90 miles. Furthermore, it had been shown possible to send bomb-laden planes without pilots at targets, on or off the ground, with astounding accuracy. The new device was capable of being mounted in any type of airplane and operated to hold the plane much steadier in bumpy weather than could be done by a human pilot. It acted to keep the plane on its course regardless of fog or adverse weather conditions.

In the tests which the Army Air Service completed during 1922, there was used a small airplane, with a span of 20 feet and driven by a 60 hp. motor, which was capable of carrying a useful load of 250 pounds. The automatic pilot acted to take the airplane off the ground, carry it to any predetermined height and also to unusual heights. Except for unforeseen air currents the control machinery acted to keep the plane to its course for the limit of the fuel supply which, in the case of the experimental aircraft made possible a sustained flight of two and a half hours. The Army Aviation Service reported that of all the automatic devices employed, the one provided with the gyroscope was the most satisfactory.

In connection with the automatic control of airplanes a 300 hp. Voisin biplane was directed by Hertz waves in a flight without pilot or passengers made in a thick fog on the Etampes Palin, France. This craft which was guided safely from an engineers' hut by MM. Demanay, Bouche and Percheron, had demonstrated that complete control of an airplane in flight could be maintained on earth. In England also work was accomplished in this field and substantial developments were looked for in the near future.

LOENING MONOPLANE CONTROL. The new monoplane control invented by Grover Loening who received the Collier trophy of 1921 for his aëroyacht, was tested successfully during the year and was found an improvement on other forms of control, and particularly applicable to hydroaëroplanes to facilitate their rising from the water safely even in a cross wind. The new Loening device was a lateral "pressure equalizer" mounted on the extreme tip of each wing, and consisted of a pressure equalizing flap hanging to a small section of the leading edge of the wing, extending out a bit beyond the tip. form of control was radically different in its effect from the fundamental principles of lateral control as used in the Wright and Curtiss systems where ailerons were mounted on the rear or trailing edge of the wing. These devices were

This

beginning to be found less effective at the higher speeds of modern planes, so that an improvement was considered very welcome. In the Loening system the trailing edge would be eliminated entirely and greater control secured with movable surface of but one quarter the area, while there was also a reduction in the power to be applied by the pilot to the control stick.

а

ENGINES. During the year the various types of Curtiss engine performed successfully. The D-12, 375 hp engine being used on the Army Curtiss racers and figuring in the Pulitzer race, and the C D-12, 375 hp engine being employed on both the Navy planes in the same competition. The Curtiss D-12 engine was a development of the Curtiss model C D-12 of the same bore and stroke. It weighed 670 pounds and delivered 400 BHP at 200 revolutions per minute. During the year the Liberty engine underwent further im provements which increased its efficiency and reliability. This engine in the hands of army and navy designers and other engineers had experienced progressive improvement since first it was turned out in quantity and was available for many applications.

In Europe considerable attention was being directed to providing increased comfort and convenience in passenger airplanes, notably securing adequate warmth for passengers, and with the elimination of odors of fuel and lubricants it was believed that a good deal could be accomplished in this direction and the number of air transportation companies were seeking improvements in this direction.

One of the important American planes developed during the year was a Martín observation plane built for the United States Navy as a spotting plane for directing fire and reporting by radio to a ship. The M O-1, as it was known in the Navy, was a three-seated monoplane with an all metal frame construction with the alloy duralumin which could be used also for short distance reconnaissance, as well as spotting gun fire. It had a 350 hp Curtiss engine, with interchangeable landing gear for landing and taking off an airplane carrier, or could be fitted with pontoons for landing and rising from the surface of the water. This airplane possessed the further advantage of being able to be knocked down and stowed on shipboard readily.

A notable machine of the year was a large naval airplane of torpedo type that was being built for the British Air Ministry. This body had a hull resembling that of an ordinary motor boat driven by a 60 hp aëroplane engine with its water propeller. In this were assembled the various auxiliaries such as a 125-pound anchor handled by an electric capstan, an electric light ing plant and other facilities. The body had 26 watertight compartments, 22 watertight transverse bulkheads and sleeping quarters for five. Within the hull were placed three compartments including a chart room and quarters for the commanding officers, a central space for two pilots with a duplex control, and a rear compartment for the gunner who had at his command five machine guns specially mounted. Mounted on the hull with connections at three points was a triplane wing structure where the middle and top wings had a spread of about 54 feet. while the lower wing spread 46 feet with a total wing area of about 12,000 square feet.

The wing portion was built as a separate unit which could be removed by a crane on a dock or

an aircraft carrier, leaving the hull as an ordinary metal body. The power plant for this craft consisted of Rolls-Royce "Condor" engines, developing 900 hp each. The body carried two 3000-pound torpedoes and fuel for about 21,000 miles, thus affording a cruising radius of 300 miles, but the boat could take fuel for a 1000 mile trip. For the torpedoes which were carried suspended in the lower wing a specially released gear was fitted and this with the armament already referred to gave unusual offensive powers to the airplane.

During the year there was flown for the first time a British long distance airplane carrying the world's largest airplane engine, of 1000 horse power. Built at the factory of A. V. Roe and Co. on the Hamble River, near Southampton, this great engine consisted of 16 cylinders, arranged in four rows of four, in the form of a letter "X." The airplane for which this engine was designed measured 64 feet across the wings, and stood more than 15 feet high. It had a lifting capacity of almost seven tons. With the exception of certain parts of the wings, it was built of metal, and the wings themselves were constructed to fold up.

Another of the larger planes of the year was built in France for night bombardment, being equipped with a 75 millimeter gun. This plane was built entirely of metal, and was 6 meters (nearly 20 feet) high, with a wing spread of 30 meters (982 feet) and a fuselage 20 meters (652 feet) in length. It weighed ten metric tons (eleven short tons) when fully equipped, and had a speed of 150 kilometers (93.2 miles) an hour. It was driven by four motors of 400 hp each.

NAVAL MANEUVRES. One of the notable achievements of the year was in connection with the Navy manœuvres on September 28th, in which 40 Navy airplanes and one dirigible participated. These were held 70 miles off the Atlantic Coast, and the various airplanes flew from their different stations and joined in the manœuvres. In these were included operations of the torpedo planes which functioned 100 per cent, approaching to within 1000 yards of the ship. and then diving within a few feet of the surface of the water, dropping their loads and rising up and away to avoid the theoretical racking fire which might come from the decks of the ships. See NAVAL PROGRESS.

AERONAUTICAL COMPETITIONS. Much of the progress made in aëronautics has been due to competitions, many of which, national, international, or other, have aroused considerable popular interest and have brought out various new machines of importance. In the United States, as this annual record testifies, there have been a number of such competitions with prizes of greater or less value. and accordingly, late in the year 1922, the National Aëronautic Association appointed a Contest Committee to supervise such competitions and to act in regard to rules, records, etc., especially as regards carrying out the rules and reporting to the Fédération Aëronautique Internationale.

Colonel Frederick R. Lahm, United States Army Air Service, a winner of the first Gordon Bennett balloon race in 1916. an expert army aviator, was appointed chairman of this contest committee and it was believed that the few competitions in the United States would be regulated in a more efficient and satisfactory manner,