Lex Anteinternet: It's broken. Or at least its frustrating

A man, woman, their horse, and dog. Tanana, Alaska, prior to World War One.

I published this item last week:

Lex Anteinternet: It's broken.: A few weeks ago, as I've noted here, my dog was bitten by a rattlesnake. He's better now, except he lost a bunch of fur on one ...

So, since then, it's become clear that the thermostat on the 97 1500 isn't working.  I sort of ignored it, but on a really cold day it became impossible to ignore.  The truck's running great now, but a truck needs a heater.

So I still have the 97 1500 and the D3500, which needs work, remains in Laramie.  It's becoming a problem.

The 97 1500 is now fixed, however.  I was going to get the truck back today and run it to Laramie this afternoon as I had a light day.  Yesterday I was in Denver all day, boarding the plane here at 6:00 a.m. and getting back here at 8:30 p.m.  I have a telephonic hearing at 11:30, and then I was going to collect the 1500 and deliver it.

I thought my 11:30 was at 1:30 p.m. so I double checked that this morning.  Turns out it was earlier than I thought by my assistant put in an appointment at 4:00 p.m.

She didn't check with me when she did that.  Recently, in an effort to be proactive, which I fully appreciate, she's taken up doing that, which is a legal assistant's normal task.  It is very helpful, at least for those acclimated to it.  I'm really not, however, and am rather used to setting my schedule myself.  That't inefficient, but as in prior years I didn't always have an efficient legal assistant, I grew used to doing that.

Not only was an appointment scheduled then, it's on an extremely complicated legal matter that takes hours and hours and hours to prepare for.  Assuming that I'm incapable of time travel and cannot go back to last week, this is a bit of a problem.

This is my fault, as I hadn't blocked the afternoon out on my calendar, being used to my long running habits in this area.  I'm really bad about doing that as I often keep items of my personal calendar in my head and don't put them on the my calendar.  Long acclimation to doing that has accustomed me to it, so I don't use my computer calendar the way I should for such things.

So much for running to Laramie.

I used the 97 Jeep, I'd note, just back from the shop on the electrical problem, to go to the airport.  It's left blinker now works. . . but the right one doesn't and the dash lights no longer do. Back to the shop for it.

My Iphone, upon which I checked my calendar this morning, as noted, was fixed by our great IT guy.  But now its age is showing and while riding the A Train back to the airport the screen kept going out.  This isn't good.  It's particularly not good for somebody whose train transit is on his phone.

And his airplane boarding pass too. . . .

No matter, it started working again, and surely won't break, right?

So I got back to the airport and was able to update my boarding pass to the 7:00 flight.  As soon as I hit the tarmac back home I texted home for Long Suffering Spouse to turn on the oven and put some frozen egg rolls in.  It would take me 25 to 30 minutes to clear the airport and get home.  Just about the right time for them to be cooked.

"Can't you pick something up on the way home?" came back the text.

Getting out of the airport parking lot was tricky, as they're resurfacing it. The guy working the parking lot booth teased me about it, which I don't mind, as I'm grateful that the people who work that booth are always really friendly.

Anyhow, seriously, at 8:00 p.m. the last thing on earth I want to do is to divert my path home, which doesn't go through the local fast food belt, so I can attempt to speak to the employee in Reformed Hittite, order a Gyros at Arbuckles, with a side of onion rings (which I really don't need, caloric content at 8:00 at night wise), and get home to find that what I got was the Cheerio Cooler instead with a bushel of onion rings. Why this appeared easier to Long Suffering Spouse than just turning on our high tech oven (which I can't stand) and putting in the frozen delectables isn't clear to me, but once I came in the door without a bag from Blimpos, Arbuckles, or Dirty Ron's Steak House she immediately went to turn on the oven for the egg rolls and got them out of the freezer. I simply took over the process and took care of it myself.  Some failure to communicate there somewhere.  Eating a salad prior to the egg rolls took care of the cooking time anyhow.

Monday night I watched a television show about the small number of families who retain cabins in the Alaska National Wildlife Refuge.  It's just six.  Once the living members of those families pass on, as they're all leased cabins, that will end.  Some of them live year around in the out, out back of Alaska.  No 1997 Jeeps or Dodges.  No Cell Phones.  Wood ovens.  Moose meat.  When I was really young, say 16 to 19, more or less, something like that really appealed to me, although I didn't do it, rather obviously.

And that was before the cell phone. . .

Right about the time my cell phone screen went out for the second time that television show came back into my mind.

October 16, 1919. The Air Derby's Toll

Air racers continued to pass through Cheyenne, but not all of them were making it out of the state alive.

This demonstrates the different calculations of risk in different eras.  In the current era, any event with this sort of mortality rate would be shut down..  In 1919, even the government, which was losing flyers right and left in the Air Derby, wasn't inclined to do that.

Meanwhile, the Reds in Russia were reported to be on the edge of collapse, and in the U.S., there were fears of a Red uprising.  Neither would prove to be correct.

53,000

Appalachian coal miner, 1946. He's carrying a lunch pail.

That's the number of people employed in the coal industry and miners today.

There were 694,000 in 1919.  1919 was the peak year for coal mine employment in the United States.

In 1929 it was already down, to 602,000.

454,000 in 1939.  But of course that was in the Great Depression.

170,000 in 1959.

Put that way, the 53,000, in 2019, which is up slightly over the past year, is a pretty resilient figure. After all, in just the 20 years from 1939 to 1959 the industry suffered the loss of 280,000 jobs.

Still, that trajectory is remarkable.  And it's related to what we've noted previously.

In very human terms.

Blog Mirror: New York Times. How Italians Became "White"

How Italians Became "White"

Interesting NYT piece.

Of course, an interesting NYT piece making some of the same points that I've made here for years.

October 15, 1919. Airplane Mania

The 1919 Air Derby was still on and Lt. Maynard, who had one the transcontinental one way contest, was flying back across the United States to the east to hero's accolades.

And, as has been seen from other recent issues of these century old papers, the flying mania was spreading.  Just a few days ago a couple of papers were making deliveries to their outlying subscribers by airplane.  Today the Mrs. Mildred Chaplin, nee Harris, was in the news concerning an airborne event.

Harris in 1919

Harris was a Cheyenne native and at this point, one year into her marriage with Chaplin, was already separated from him or about to be, in spite of Harris' determination to save the marriage. 

The marriage would end in 1920.  The whole affair provides an interesting insight into how certain news regarding celebrities varies from era to era, as the entire matter was really fairly scandalous.  Harris and Chaplin met when Harris was only 16 years old and at the time of their marriage she was just 17 and likely thought to be pregnant or she believed she was.  They would subsequently have a baby in 1919 who died after only three days of life and the marriage fell rapidly apart.  Harris had, overall, a tragic life, dying at age 42.

The entire event has the taint of scandal attached to it.  Chaplin was 35 yeas old, twenty years older than Harris, when the affair commenced with the teenage actress he'd met at a party.  The clearly involved a relationship that would have constituted statutory rape and which today would result in the end of Chaplin's career. At the time, and for decades thereafter, the marriage of couples in that situation precluded prosecution as married couples may not testify against each other, but perhaps the more significant aspect of the story to us in 2019 is that the marriage didn't result in an outcry, which it most definitely would now.  Instead it was celebrated and in Cheyenne it was certainly such.

The taint of scandal, or the presumption that there would have been one, is all the more the case as Chaplin's next wife, Lillita McMurry, was 16 years old when he started dating her at age 36.  That marriage would not last, and he'd next marry Paulette Goddard when he was in her early 20s. Goddard was the only one of Chaplin's four wives who was legally an adult at the time they started their relationship. That marriage didn't last, and he next met, romanced and married Oona O'Neil, who was 17 years old at the time. They married when she was 18 and he was 54, and remained married until his death at age 73.  With all that, Chaplin is still celebrated as a comedic genius (I really don't see it myself) and is widely admired, which would certainly note be the case today. 

All of that, however, may simply be evidence how people are seemingly willing to allow teenage girls in particular to be exposed to creepy stuff on the presumption that it'll advance their careers.  In the 20th Century this continued on with actresses for ever, even featuring as a side story in the novel The Godfather (and briefly alluded to in the film).  It likely continued on until the modern "Me Too" movement, and can be argued to have spread into sports.

At the same time, hope that the Reds might fall in Russia was rising.

While in the US, fears over coal supplies, which were critical to industry and for that matter home heating, were rising.

Showing how narrow the Times readership may really be:

From the NYT. .  a headline written by somebody who apparently doesn't share with most of humanity routine chores:

What I Learned in a Year of Weeknight Cooking

Keep it simple, keep it fast, and try to do something a little different.

Betrayal and Duplicity

Over the weekend the news came that the Kurds, in control of northern Syria but under assault from Turkey, were close to making a deal with Syria such that their enemies the Syrians, whom they have been in rebellion against, will protect that region against the Turks.  This is apparently with Russian support.

It's hard to see this coming out well.

One thing that didn't come out well was the escape of a large number of ISIL prisoners from a Kurdish compound.  This was widely feared as a probable result of the Turkish assault and now it has happened.

And the United States is pulling all of its troops out of northern Syria.

It would be hard to find a worst set of news here.

This puts the Syrian government back in some sort of ultimate control of northern Syria, with all that means.  I think it unlikely that Damascus will tolerate Kurdish independence any more than the Turks are willing to.  And it elevates Russia, which is a second rate power that is a menace mostly because its big and it has nuclear arms, back towards the position of being world power.

It also makes the United States look foolish and cowardly.

And it raises questions about Donald Trump that you'd think he'd want buried.  Once again, in a matter where it didn't have to occur, the Russians have come out on top with there being no good explanation. The only acceptable explanation is a return of the US to a pre 1941 sort of isolationism, but at the same time we're pulling out of northern Syria we're getting into Saudi Arabia. Saudi Arabia is perfectly capable of defending itself and in no way shape or form needs the US to do it.

Indeed, the fact that we're now going into Saudi Arabia demonstrates that the entire "not getting into" logic is at best pretty unevenly applied.  The only good explanation for going in there, to protect a nation that's capable of protecting itself against Iran, is that "it's about the oil", something that American administrations try not to encourage a belief in.

Indeed, in terms of friends, the Kurds are a lot more western and democratic than the Saudis, which are neither in any fashion.

And if it is to protect Saudi oil, why? The United States is now an energy exporting nation.  Not only can the Saudis protect their oil facilities themselves but, if they can't, perhaps those who depend on them can. That isn't us.

So, we betrayed somebody we armed, while going into protect somebody whose values are completely the opposite of our own, while causing our former field ally to make common cause with an enemy, and which also results in enemies escaping.

Today In Wyoming's History: October 14. Columbus and Duke William make the scene.

Today In Wyoming's History: October 14:

October 14

Today is Columbus Day for 2013.



1066. Duke William of Normandy defeats King Harold Godwinson as the Battle of Hastings.  The result of this battle would bring feudalism into England and result in the birth of English Common Law.

The Bayeux Tapestry depicting the vents of October, 1066.

And its Columbus Day for this year, 2019, as well.

At least in my part of the country Columbus Day doesn't mean much, other than Federal offices are closed.  In some parts of the country there are protests regarding what ultimately occurred with the arrival of European Americans in the New World, again, and this time to stay.  Indeed, in some localities it is Indigenous Peoples Day.

Columbus was working for the Spanish monarchs Ferdinand and Isabella, of course.  They were having a big year, to say the least.  On January 2, Granada, the last Moorish kingdom in Spain, had surrendered to them, having failed to receive aid from any other Muslim power.  In an odd sort of way, Granada's experience was therefore similar to that of Constantinople, the seat of the shrunken Byzantine Empire, in 1453, some forty years earlier, which had failed to secure the support of other Christian powers against the Ottomans.

Columbus' expedition is typically claimed to have sighted land on October 12, 1492, but that date was on the "Old Calendar".  Using the "New Calendar", that date is actually October 21, 1492.

It's also the anniversary of the Battle of Hastings, one of the single most important dates in English history and the history of the English speaking peoples.  Perhaps the single most important date.  Saxon England entered the feudal world and English met French.

October 14, 1919. Missing the Mark and Other Dangers

There was already a winner, but the 1919 Air Derby, which saw plans stationed in the east fly west, and planes stationed in the west, continued on and continued to make news inWyoming.

Two of those planes that arrived over Cheyenne in the dark had to come down, with one missing the field.

In other news, things in Gary Indiana were getting out of hand, in terms of labor strikes. And two members of the Arapaho Tribe were recounting their experiences at the Battle of the Little Big Horn to interviewers.

And an interesting observation was made about not owning a car.

Fresh Vegetables. Another post on their seasonal nature.

Not much is left of Ft. Sanders.

Just recently, I posted this item about fresh vegetables and their seasonal nature:

Lex Anteinternet: Foods, Seasons, and our Memories. A Hundred Year...: The last garden I put in, 2017. Another interesting entry on A Hundred Years Ago. The Last Fresh Vegetable Month I've touched ...

One thing that students of Frontier history of the United States often will run across, which is noted in one of these threads, is the degree to which soldiers were obsessed with raising vegetables when they could.  It's not what you think of, in terms of soldier, but it was very much part of their lives.  Every established post had a garden. . . and some of those gardens were farms.

One such example we have here in an historic entry from Wyoming for the day:

Today In Wyoming's History: October 13: 1869 Ft. Sanders Wyoming harvests 300 bushels of turnips.  Attribution:  Wyoming State Historical Society. I wonder why turnips?  Why not...

That's a lot of turnips.

I don't know much about turnips, and I don't even know if I've ever had one.  But if you were eating beans and bacon routinely by the late winter, I'll be those turnips looked pretty good. . . 

Ft. Sanders, by the way, was outside of Laramie.  Laramie is 7,000 feet high and has early falls and long cold winters.

The Turkish border offensive in Syria and its slow progress.

Turkey announced yesterday that had succeeded in taking a major town in its offensive into northern Syria. 

Of course, stating that doesn't make it true. But what likely is true is that Turkey is making advances.

Or, rather, we should say that Turkey and a Turkish backed Syrian militia are making advances.

Which might explain things.

Last week we ran an item entitled Old Equipment about the Turkish army and, to a very small extent, the Kurdish militias, and their equipment. What was noted in that is the Turkey has a good army, but it's equipped with a lot of old equipment.  That shouldn't matter in what they're doing, however.

Well, be that as it may the Turks, or perhaps their Syrian militia allies, aren't doing all that great in their effort to push 30 km, or about 20 miles, into Syria and create a buffer zone between it and the Kurds in northern Syria.

Before we go on in that, however, we'd have to note that that particular goal is somewhat nonsensical in and of itself.  If the Turks extend their frontier with the Kurds 20 miles to the south, they still have a frontier of the exact same length, so their strategic position will not have actually improved.  Of course, they'll dump a puppet Syrian militia in the new border zone as well, so that's likely an integral part of their aims.

Be that as it may, an offensive of this type, given their arms, shouldn't have taken much more than two or so days, maybe three, but now they're that far into it and they're still slugging it out in border towns.

Of course, the Turkish army is a 1970s style mechanized army. The Kurds are light infantry, although it turns out that they also have artillery now and they were capable of shelling Turkish towns.  The fact that they're fighting in border urban areas, however, would demonstrate that the Kurds are not only doing better than expected, but they're using a strategy which puts Turkish combatants at a disadvantage.

Beyond that it shows some decline in the quality of Turkish forces, a decline that might in part be explained by Turkey also using Syrian militias which are highly unlikely to be as capable as the Turks or the Kurds.

None of this should be taken to suggest that the Kurds will win. But the Turks might get much more bloodied than they expected.  Part of this is for tactical reasons, they're fighting in urban areas and the Kurds are in fact fighting back.  But part of it may be that sixteen years into Erdogan's administration (if we include his time as Prime Minister and President), the Turkish army may not be what it once was.

The longer the fighting goes on the more problematic it becomes for Turkey. Erdogan has declared that Turkey will fight as long as it takes, but as a President of a democratic county where he is already controversial, an excessively  high casualty rate may not be something that he can really weather.  Fighting as long as it takes is always something that's is a problematic statement in a democratic society.  And additionally a long period of fighting will increase the regional refugee problem while at the same time making the Kurds appear much stronger than many may have supposed.  Even when Turkey establishes its border zone there will still be a Kurdish entity in northern Syria and it will be in close contact with the same in Iraq.  Ramping up a war against capable fighters who have, in the past, been willing to wage a guerrilla war inside of Turkey may prove not to have been terribly smart.

October 13, 1919. Rumors on Wilson's Health.

While it would be denied by those close to Wilson that very day, the truth was leaking out on Wilson's condition.

A treaty regarding aircraft was entered into in Paris.

The Convention relating to the Regulation of Aerial Navigation. October 13, 1919.

On this day in 1919 an international commission arrived upon the first international agreement addressing and regulating aircraft usage.

The treaty read:

CONVENTION RELATING TO THE REGULATION OF AERIAL NAVIGATION SIGNED AT PARIS, OCTOBER 13, 1919

 

THE UNITED STATES OF AMERICA, BELGIUM, BOLIVIA, BRAZIL, THE BRITISH EMPIRE, CHINA, CUBA, ECUADOR, FRANCE, GREECE, GUATEMALA, HAITI, THE HEDJAZ, HONDURAS, ITALY, JAPAN, LIBERIA, NICARAGUA, PANAMA, PERU, POLAND, PORTUGAL, ROUMANIA, THE SERB-CROAT-SLOVENE STATE, SIAM, CZECHOSLOVAKIA AND URUGUAY, 

           Recognising the progress of aerial navigation, and that the establishment of regulations of universal application will be to the interest of all; 
            Appreciating the necessity of an early agreement upon certain principles and rules calculated to prevent controversy;
           Desiring to encourage the peaceful intercourse of nations by means of aerial communications;
           Have determined for these purposes to conclude a convention, and have appointed as their Plenipotentiaries the following, reserving the right of substituting others to sign the same convention:
           Who have agreed as follows :

CHAPTER I.
GENERAL PRINCIPLES.
  Article 1.             The High Contracting Parties recognise that every Power has complete and exclusive sovereignty over the air space above its territory.
            For the purpose of the present Convention, the territory of a State shall be understood as including the national territory, both that of the mother country and of the colonies, and the territorial waters adjacent thereto. Article 2.             Each contracting State undertakes in time of peace to accord freedom of innocent passage above its territory to the aircraft of the other contracting States, provided that the conditions laid down in the present Convention are observed.
            Regulations made by a contracting State as to the admission over its territory of the aircraft of the other contracting States shall be applied without distinction of nationality. Article 3.             Each contracting State is entitled for military reasons or in the interest of public safety to prohibit the aircraft of the other contracting States, under the penalties provided by its legislation and subject to no distinction being made in this respect between its private aircraft and those of the other contracting States from flying over certain areas of its territory.
            In that case the locality and the extent of the prohibited areas shall be published and notified beforehand to the other contracting States.
  Article 4.             Every aircraft which finds itself above a prohibited area shall, as soon as aware of the fact, give the signal of distress provided in paragraph 17 of Annex D and land as soon as possible outside the prohibited area at one of the nearest aerodromes of the State unlawfully flown over.
  CHAPTER II. 
Nationality of Aircraft. Article 5.             No contracting State shall, except by a special and temporary authorisation, permit the flight above its territory of an aircraft which does not possess the nationality of a contracting State.
  Article 6.             Aircraft possess the nationality of the State on the register of which they are entered, in accordance with the provisions of Section I (c) of Annex A.
  Article 7.             No aircraft shall be entered on the register of one of the contracting States unless it belongs wholly to nationals of such State.
            No incorporated company can be registered as the owner of an aircraft unless it possess the nationality of the State in which the aircraft is registered, unless the president or chairman of the company and at least two-thirds of the directors possess such nationality, and unless the company fulfills all other conditions which may be prescribed by the laws of the said State.
  Article 8.             An aircraft cannot be validly registered in more than one State.
  Article 9.             The contracting States shall exchange every month among themselves and transmit to the International Commission for Air Navigation referred to in Article 34 copies of registrations and of cancellations of registration which shall have been entered on their official registers during the preceding month. Article 10.             All aircraft engaged in international navigation shall bear their nationalily and registration marks as well as the name and residence of the owner in accordance with Annex A.
  CHAPTER III. CERTIFICATES OF AIRWORTHINESS AND COMPETENCY.
  Article 11.             Every aircraft engaged in international navigation shall, in accordance with the conditions laid down in Annex B, be provided with a certificate of airworthiness issued or rendered valid by the State whose nationality it possesses.
  Article 12.             The commanding officer, pilots, engineers and other members of the operating crew of every aircraft shall, in accordance with the conditions laid down in Annex E, be provided with certificates of competency and licences issued or rendered valid by the State whose nationality the aircraft possesses. Article 13.             Certificates of airworthiness and of competency and licences issued or rendered valid by the State whose  nationality  the  aircraft  possesses,  in accordance with the regulations established by Annex B and Annex E and hereafter by the International Commission for Air Navigation, shall be recognised as valid by the other States.
            Each State has the right to refuse to recognise for the purpose of flights within the limits of and above its own territory certificates of competency and licences granted to one of its nationals by another contracting State.
  Article 14.             No wireless apparatus shall be carried without a special licence issued by the State whose nationality the aircraft possesses. Such apparatus shall not be used except by members of the crew provided with a special licence for the purpose.
            Every aircraft used in public transport and capable of carrying ten or more persons shall be equipped with sending and receiving wireless apparatus when the methods of employing such apparatus shall have been determined by the International Commission for Air Navigation.
            The Commission may later extend the obligation of carrying wireless apparatus to all other classes of aircraft in the conditions and according to the methods which it may determine.
  CHAPTER IV. ADMISSION TO AIR NAVIGATION ABOVE FOREIGN TERRITORY.
  Article 15.             Every aircraft of a contracting State has the right to cross the air space of another State without landing. In this case it shall follow the route fixed by the State over which the flight takes place. However, for reasons of general security, it will be obliged to land if ordered to do so by means of the signals provided in Annex D.
            Every aircraft which passes from one State into another shall, if the regulations of the latter State require it, land in one of the aerodromes fixed by the latter. Notification of these aerodromes shall be given by the contracting States to the International Commission for Air Navigation and by it transmitted to all the contracting States.
            The establishment of international airways shall be subject to the consent of the States flown over. Article 16.             Each contracting State shall have the right to establish reservations and restrictions in favour of its national aircraft in connection with the carriage of persons and goods for hire between two points on its territory.
            Such reservations and restrictions shall be immediately published, and shall be communicated to the International Commission for Air Navigation, which shall notify them to the other contracting States. Article 17.             The aircraft of a contracting State which establishes reservations and restrictions in accordance with Article 16, may be subjected to the same reservations and restrictions in any other contracting State, even the latter State does not itself impose the reservations and restrictions on other foreign aircraft. Article 18.             Every aircraft passing through the territory of a contracting State including landing and stoppages reasonably necessary for the purpose of such transit, shall be exempt from any seizure on the ground of infringement of patent, design or model, subject to the deposit of security the amount of which is default of amicable agreement shall be fixed with the least possible delay by the competent authority of the place of seizure.
  CHAPTER V. RULES TO BE OBSERVED ON DEPARTURE WHEN UNDER WAY AND ON LANDING.
  Article 19.             Every aircraft engaged in international navigation shall be provided with :
            (a) A certificate of registration in accordance with Annex A ;
            (b) A certificate of airworthiness in accordance with Annex B ;
            (c) Certificates and licences of the commanding officer, pilots and crew in accordance with Annex E ;
            (d) If it carries passengers, a list of their names ;
            (e) if it carries freight, bills of lading and manifest ;
            (f) Log books in accordance with Annex C ;
            (g) If equipped with wireless, the special licences prescribed by Article 14.
  Article 20.             The log books shall be kept for two years after the last entry.\
  Article 21.             Upon the departure or landing of an aircraft, the authorities of the country shall have, in all cases, the right to visit the aircraft and to verify all the documents with which it must be provided.
  Article 22.             Aircraft of the contracting States shall be entitled to the same measures of assistance for landing, particularly in case of distress, as national aircraft. Article 23.             With regard to the salvage of aircraft wrecked at sea the principles of maritime law will apply, in the absence of any agreement to the contrary. Article 24.             Every aerodrome in a contracting State, which upon payment of charges is open to public use by its national aircraft, shall likewise be open to the aircraft of all the other contracting States.
            In every such aerodrome there shall be a single tariff or charges for landing and length of stay applicable alike to national and foreign aircraft.
  Article 25.             Each contracting State undertakes to adopt measures to ensure that every aircraft flying above the limits of its territory and that every aircraft wherever it may be, carrying its nationality mark, shall comply with the regulations contained in Annex D.
            Each of the contracting States undertakes to ensure the prosecution and punishment of all persons contravening these regulations.
  CHAPTER VI. PROHIBITED TRANSPORT.
  Article 26.             The carriage by aircraft of explosives and of arms and munitions of war is forbidden in international navigation. No foreign aircraft shall be permitted to carry such articles between any two points in the same contracting State.
  Article 27.             Each State may, in aerial navigation, prohibit or regulate the carriage or use of photographic apparatus. Any such regulations shall be at once notified to the International Commission for Air Navigation, which shall communicate this information to the other contracting States.
  Article 28.             As a measure of public safety, the carriage of objects other than those mentioned in Articles 26 and 27 may be subjected to restrictions by any contracting State. Any such regulations shall be at once notified to the International Commission for Air Navigation, which shall communicate this information to the other contracting States.
  Article 29.             All restrictions mentioned in Article 28 shall be applied equally to national and foreign aircraft. CHAPTER VII. STATE AIRCRAFT.
Article 30.             The following shall be deemed to be State aircraft :
            (a) Military aircraft.
            (b) Aircraft exclusively employed in State service, such as Posts, Customs, Police.
            Every other aircraft shall be deemed to be private aircraft.
            All State aircraft other than military, customs and police aircraft shall be treated as private aircraft and as such shall be subject to all the provisions of the present Convention.
  Article 31.             Every aircraft commanded by a person in military service detailed for the purpose shall be deemed to be a military aircraft.
  Article 32.             No military aircraft of a contracting State shall fly over the territory of another contracting State nor land thereon without special authorisation. In case of such authorisation the military aircraft shall enjoy, in principle, in the absence of special stipulation, the privileges which are customarily accorded to foreign ships of war.
            A military aircraft which is forced to land or which is requested or summoned to land shall by reason thereof acquire no right to the privileges referred to in the above paragraph.
  Article 33.             Special arrangements between the States concerned will determine in what cases police and customs aircraft may be authorised to cross the frontier. They shall in no case be entitled to the privileges referred to in Article 32.
  CHAPTER VIII. INTERNATIONAL COMMISSION FOR AIR NAVIGATION.
Article 34.             There shall be instituted, under the name of the International Commission for Air Navigation, a permanent Commission placed under the direction of the League of Nations and composed of: 
            Two Representatives of each of the following States : The United States of America, France, Italy and Japan;
            One Representative of Great Britain and one of each of the British Dominions and of India;
            One Representative of each of the other contracting States.
            Each of the five States first-named (Great Britain, the British Dominions and India counting for this purpose as one State) shall have the least whole number of votes which, exceeding by at least one vote the total number when multiplied by five, will give a product of the votes of all the other contracting States.
            All the States other than the five first-named shall each have one vote.
           The International Commission for Air Navigation shall determine the rules of its own procedure and the place of its permanent seat, but it shall be free to meet in such places as it may deem convenient. Its first meeting shall take place at Paris. This meeting shall be convened by the French Government, as soon as a majority of the signatory States shall have notified to it their ratification of the present Convention.
            The duties of this Commission shall be:
            (a) To receive proposals from or to make proposals to any of the contracting States for the modification or amendment of the provisions of the present Convention, and to notify changes adopted;
            (b) To carry out the duties imposed upon it by the present Article and by Articles 9, 13, 14, 15, 17, 27, 28, 36 and 37 of the present Convention ;
            (c) To amend the provisions of the Annexes A—G ;
            (d) To  collect  and  communicate  to  the contracting States information of every kind  concerning  international  air navigation ;
            (e) To collect  and  communicate to the contracting States all information relating to wireless telegraphy, meteorology and medical science which may be of interest to air navigation ;
            (f) To ensure the publication of maps for air navigation in accordance with the provisions of Annex F ;
            (g) To give its opinion on questions which the States may submit for examination.
            Any modification of the provisions of any one of the Annexes may be made by the International Commission for Air Navigation when such modification shall have been approved by three-fourths of the total possible votes which could be cast if all the States were represented and shall become effective from the time when it shall have been notified by the International Commission for Air Navigation to all the contracting States.
            Any proposed modification of the Articles of the present Convention shall be examined by the International Commission for Air Navigation, whether it originates with one of the contracting States or with the Commission itself. No such modification shall be proposed for adoption by the contracting States, unless it shall have been approved by at least two-thirds of the total possible votes.
            All such modifications of the Articles of the Convention (but not of the provisions of the Annexes) must be formally adopted by the contracting States before they become effective.
            The expenses of organisation and operation of the International Commission for Air Navigation shall be borne by the contracting States in proportion to the number of votes at their disposal.
            The expenses occasioned by the sending of technical delegations will be borne  by  their respective States.
  CHAPTER IX. FINAL PROVISIONS.
Article 35             The High Contracting Parties undertake as far as they are respectively concerned to cooperate as far as possible in international measures concerning:
            (a) The collection and dissemination of statistical, current, and special meteorological information,  in  accordance  with  the provisions of Annex G ;
            (b) The publication of standard aeronautical maps, and the establishment of a uniform system of ground marks for flying, in accordance with the provisions of Annex F ;
            (c) The use of wireless telegraphy in air navigation, the establishment of the necessary wireless stations, and the observance of international wireless regulations.
  Article 36.             General provisions relative to customs in connection with international air navigation are the subject of a special agreement contained in Annex H to the present Convention.
            Nothing in the present Convention shall be construed as preventing the contracting States from concluding, in conformity with its principles, special protocols as between State and State in respect of customs, police, posts and other matters of common interest in connection with air navigation. Any such protocols shall be at once notified to the International Commission for Air Navigation, which shall communicate this information to the other contracting States.
  Article 37.             In the case of a disagreement between two or more States relating to the interpretation of the present Convention, the question in dispute shall be determined by the Permanent Court of International Justice to be established by the League of Nations, and, until its establishment, by arbitration.
If the parties do not agree on the choice of the arbitrators, they shall proceed as follows:
            Each of the parties shall name an arbitrator, and the arbitrators shall meet to name an umpire. If the arbitrators cannot agree, the parties shall each name a third State, and the third State so named shall proceed to designate the umpire, by agreement or by each proposing a name and then determining the choice by lot.
            Disagreement relating to the technical regulations annexed to the present Convention, shall be settled by the decision of the International Commission for Air Navigation by a majority of votes.
            In case the difference involves the question whether the interpretation of the Convention or that of a regulation is concerned final decision shall be made by arbitration as provided in the first paragraph of this Article.
Article 38.

            In case of war, the provisions of the present Convention shall not affect the freedom of action of the contracting States either as belligerents or as neutrals.
Article 39.
            The provisions of the present Convention are completed by the Annexs A to H, which, subject to Article 34 (c), shall have the same effect and shall come into force at the same time as the Convention itself.

Article 40.
            The British Dominions and India shall be deemed to be States for the purposes of the present Convention.

            The territories and nationals of Protectorates or of territories administered in the name of the League of Nations shall, for the purposes of the present Convention, be assimilated to the territory and nationals of the Protecting or Mandatory States.

Article 41.
            States which have not taken part in the war of 1914-1919 shall be permitted to adhere to the present Convention.
            This adhesion shall be notified through the diplomatic channel to the Government of the French Republic, and by it to all the signatory or adhering States.
Article 42.
            A State which took part in the war of 1914 to 1919 but which is not a signatory of the present Convention, may adhere only if it is a member of the League of Nations or, until January 1, 1923, if its adhesion is approved by the Allied and Associated Powers signatories of the Treaty of Peace concluded with the said State. After January 1, 1923, this adhesion may be admitted if it is agreed to by at least three-fourths of the signatory and adhering States voting under the conditions provided by Article 34 of the present Convention.

            Applications for adhesion shall be addressed to the Government of the French Republic, which will communicate them to the other contracting Powers. Unless the State applying is admitted ipso facto as a Member of the League of Nations, the French Government will receive the votes of the said Powers and will announce to them the result of the voting.

   Article 43.

            The present Convention may not be denounced before January 1, 1922. In case of denunciation, notification thereof shall be made to the Government of the French Republic, which shall communicate it to the other contracting Parties. Such denunciation shall not take effect until at least one year after the giving of notice, and shall take effect only with respect to the Power which has given notice

The Gasoline Alley crowed was debating a new car.

Blog Mirror: OLOBEDIENCE, and thoughts on sacrifice.

Catholic Stuff You Should Know ran this episode back in August:

OLOBEDIENCE*

The topic is the departure of Father Michael O'Laughlin, then of Holy Protection Byzantine Catholic Church in Denver, for a new parish in California, to which he'd been assigned by his Bishop.

The discussion is the radical nature of obedience which Priests are heir to, and quite frankly, while in the modern world they seem not to realize it, to which Catholics in general are also heir to.  In the podcast, and in our minds in general, Priests are necessarily the topic of this to a greater degree, as they give up so much for their vocations.

But then, in pondering it, it struck me.  This may be a real difference between those who retain fealty to their faiths in general and the modern secular world, and it may moreover be a marked difference between the world today and the way the world once was, not all that long ago.  And in that, as scriptures note, we gained in what we lost, in former days, and in the modern world, through our secular concepts of gain, we're massively losing a lot.

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*That's not a typo, it's sort of pun.  Father O'Laughlin is called "Olo" by his companions.

Churches of the West: St. John the Baptist Episcopal Church, Big Piney Wyoming

Churches of the West: St. John the Baptist Episcopal Church, Big Piney W...:

St. John the Baptist Episcopal Church, Big Piney Wyoming.

This classic Prairie Gothic church was built by the Episcopal Diocese of Wyoming in Big Piney in 1914.  Much of the western part of the state, as I'm learing, was settled really for the first time about that time.

Best Posts of the Week of October

The best posts of the week of October 6, 2019.

Foods, Seasons, and our Memories. A Hundred Years Ago: The Last Fresh Vegetable Month

"shortsighted and irresponsible."

It's broken.

October 9, 1919. The Reds Win A Tainted Series, Air Racers Already in State, and a Tragedy

1919 World Series

1919 Air Derby

Oberg Pass. The Site of the first aircraft fatality in Wyoming.

Blog Mirror: Small planes, big mountains: Retracing the 1919 ‘Air derby’

Blood on our hands

The Secondary Waves of the Great War.

What about Fruit? Foods, Seasons, and our Memories, Part Two. A Hundred Years Ago.

An actual reason, if not a necessarily a moral one, or even a good one, to stand aside in northern Syria. . . Realpolitik

Old Equipment

The Turkish Spin and a proposal that will be ignored.

In October?

The University of Wyoming has, apparently a Sustainability Club.

I have nothing against sustainability, although my views on it are probably a lot more informed by a long sense of history as well as agrarian sensibilities than most people's are.  Be that as it may, I can't help but note the irony of this.

Laramie is cold and October is the start of the cold months.  Maybe that emphasizes a certain type of solarness, if you will, but it's also the time when you begin to appreciate your furnace.  And at 6:00 p.m., the sun is going down.

Additionally, while the Union Pacific depot in Laramie is an eventing location, it's also right next to the railyard.

Union Pacific Depot in Laramie.

Well. . . maybe that does make sense.  Railroads are extremely efficient means of transportation and modern diesel trains are about the most efficient means of long hauls we have, by a long margin.  Indeed, the Burlington Northern a couple of years ago made a push as advertising itself as a "green" means of transporting goods, and it wasn't really wrong.

Today In Wyoming's History: October 12

Today In Wyoming's History: October 12: October 12 is National Farmers Day in the United States.