Battery switches often give trouble as a result of imperfect connections and the weakening of the springs. When plugs are used, the little brass lips into which the plug fits to complete a circuit often lose their spring and do not clasp the switch plug tightly when it is inserted, and at times these lips break off. The result is an imperfect connection and a missing spark. It is often very difficult to determine the cause when this has happened, the only way being to take the switch off the car entirely and examine it closely. Trouble is also sometimes caused by the spring fingers becoming dirty or corroded and making an imperfect contact.

Switches of the three point variety for two sets of batteries at times give trouble, owing to the fact that the pivoted contact becomes worn and does no fit tightly when the switch is on, or the spring arm may have lost its strength. Snap switches are also susceptible to failure as a result of the spring weakening that throws the contact from "off" to "on."

A positive break in any wire is more easily found than a partial one which may be held in uncertain contact by the insulation. In many cases when a wire has only partially broken it will make a fair contact for miles and then as the car goes over a jolt will separate, causing a skipping of spark and the next minute be jolted back into contact again. The result is that the driver is mystified and scarcely knows where to look for the source of the trouble. It is generally advisable if any wire is worn or under suspicion to either discard it or test it at once.

A wire may be tested by placing the engine on the sparking point, closing the switch, then taking a test wire and touching with its ends the two points to which the wire under suspicion is attached. If no current flows, the wire is all right; but if the current begins to flow, the wire may be condemned and should be pulled out and replaced with a new one as quickly as possible. On the road, however, it is quicker to trace the wire, find the break, and mend it temporarily.

In tracing wires for breaks, or short circuits, it should be remembered that a wire that is loose will break quicker than one that is tight, and the points where wires turn or are held tight against a binding post should be most carefully inspected. If there is any reason to believe that there is a short circuit in the primary wiring, it may be detected as follows: Disconnect the wires where they enter the coil primaries and so place them that they are out of contact with anything else. The switch should be touched momentarily first on one side and then on the other of its batteries, and if the slightest spark appears at the switch contacts it is conclusive proof that there is a short circuit, and this should be searched out and taped so that the wires and metal parts of the car are kept away from each other.

Short circuits between a wire and "ground"

as the engine connected metallic mechanism is called, may be caused by the wearing away of the wire insulation through friction. Muddy water or oil soaked on a wire of inferior insulation will cause a partial short circuit or ground to the metal on which the wire rests. Wet wires that are poorly insulated may also leak current one to the other when they are close together, and cause trouble.

A short circuit may generally be overcome by tracing each wire and removing it from contact with any metallic part of the car and by pulling each wire away from any other that may be near it. The best method of avoiding short circuits is to keep all wires well insulated and dry and keep them away from each other.

As in all other items and departments of the automobile matter, authorities differ widely when it comes to spark plugs. The proper method of testing them to a certain extent, will be learned through experience.

Every panic or depression in business has features different from every other. One of the peculiarities of the present depression is the fact that there appears to be plenty of money in the country and almost any one can borrow money on first-class security. There have been times when the money of the country seemed to disappear entirely but not so at the present time. The only trouble with business seems to be that everybody is waiting to see what will happen next. Even the failure of a great mercantile house recently in New York had no effect upon the markets. The country is in good condition, there is no inflation of values, crops never were better and yet business lags. President Wilson is no doubt right when he says that the depression is purely psychological. When confidence is once restored, or when the present psychological condition has passed, business ought to revive very rapidly and doubtless it will.

Fashionable ladies who wear black marten and sable furs would be horrified to know that most of these furs are made from the skin of the humble and odorous skunk. Skunk skins are treated to get rid of the odor and then colored to imitate the most expensive furs. The price of skunk skins at the spring sale in London ranged from twenty-four cents to six dollars and eighty-one cents each.

The Russian government is doing everything t encourage the manufacture of agricultural machinery within its dominions. In order to stimu late the home industry a law was passed in 191: offering a subsidy on complex steam threshers. improved harvesting machinery and other inplements produced in Russia. The peasants who buy this machinery are usually very poor and it is sold on long term credit.

fuel tanks, and thus affords protection for the pilot and observer as well as the engine. The rear end of the fuselage is covered with strong aeroplane fabric. For the power plant, aeroplane engines of the reciprocating type are used, which although somewhat heavier than rotary engines, are more reliable for long flights. Furthermore, the much greater economy in the consumption of fuel of the type of engine reduces the weight of oil carried and abolishes the dangerous effects of the gyroscopic action of the latter.

There is a dome shaped honeycomb radiator mounted directly in front of the engine. This position is the best possible for cooling and the point of the fuselage is of perfect stream line form. The bonnet over the engine consists of a

hinged, fine wire guage which makes all engine parts visible and affords easy accessibility.

The gasoline and oil tanks are situated between the passenger and pilot's seat. They are provided with pressure feed while an auxiliary tank with gravity feed is mounted on top of the fuselage. The propeller is a tractor with direct drive and is fitted to the front of the aeroplane body.

Regarding the seating accomodation it may be stated that with all the weight and the strong steel construction in front, both passenger and pilot occupy a safe position in case a forced landing or even an accident might take place. The passenger sits directly in front of the pilot and has a clear view in every direction. The pilot sits very far behind, thus he can feel the slightest movement of the machine and counteract it quicker than on most other machines.

The pilot is far enough back so that he has the same uninterrupted view in every direction as the passenger and both are well protected against wind and weather. The body work is high and

FIG. 2. THE GERMAN BIPLANE DEVELOPED AT LEIPZIG. comfortably upholstered in leather, with communication between pilot and passenger.

Considering the main supporting surfaces it is pointed out that the monoplane wings are of exceptionally strong construction and in order to give the machine the afore mentioned inherent, automatic stability they possess the well known "zanonia form."

The outer extremities of the wings extend backwards and are bent upwards in such a manner as to form a slight negative angle to the horizontal. The outer extensions of the supporting surfaces on the monoplanes are hinged to enable them to be folded and so the machines can be housed in hangars of very small dimensions. The wings on the school monoplanes have a strong bridge-like steel girder below for additional strength which provides a high factor of safety.

For control there is a steering wheel, the turning of which operates the ailerons for lateral control. It is mounted on a central column,

FIG. 3. THE LEIPZIG MONOPLANE.

Also, by means of an additional wheel with autolock, fitted outside the fuselage, but withi easy reach, the forward speed of the machi can be regulated when in flight. The ignition. and throttle levers are mounted on the steerin. wheel and a self starter is used which does away with the dangerous practice of swinging th propeller. The switchboard is just in front the pilot and inside his cockpit.

The horizontal stability planes are attached to fins at the rear end of the fuselage while th horizontal rudder is attached to the side. There is a vertical fin above the fuselage and hinged t it is the vertical rudder for directional contri The ailerons on the outer extremities of t supporting surfaces serve to maintain the latera. stability. It is claimed that the chassis is to