6 A
THURSDAY. JANUARY 17, 19S3
MEDFORD MAIL TRIBUNE, MEDFORD. OREGON
Religion in America
Religious Leaders Tackling
Problem of Race Discrimination
B? LOUIS CASSELS
UPI Correspondent
Organized religion thus far
has played a relatively minor
role in the struggle for racial
tustice in America.
Relicious leaders acknow
ledge this fact, and) find it
humiliating. This week, In
Chicago, they will try to make
amends.
Representatives of 70 Pro
testant, Catholic and Jewish
organizations arc meeting at
the Edeewater Beach Hotel
for a "National Conference on
Religion and Race."
This conference is signifi
cant for two reasons:
1. It is the most ambitious
attempt yet to galvanize
America's religious bodies in
to effective action on racial
problems.
2. It is the first national
meeting which has ever been
called in the United States un
der the joint sponsorship of
all three major faiths.
Convenors of the confer
ence are the National Council
of Churches, the National
Catholic Welfare Conference,
and the Synagogue Council
of America.
A distinguished Negro edu
cator. Dr. Benjamin E. Mays,
president of Morehouse Col
lege in Atlanta, Ga., serves
as chairman.
It is anticipated that the
800 delegates will adopt a
"statement of conscience" de
tailing the reasons why they
regard the elimination, of seg
regation as one of the su
preme moral challenges fac
ing Americans In this genera
tion. As a joint expression of
conviction by Protestants,
Catholics and Jews, such a
statement may carry some
weight. But the organizers of
the conference realize that
racial barriers cannot be bat
tered down with moral argu
ments addressed to the gen
eral public.
The real business of the
meeting is to draft a series of
recommendations for action
by religious organizations, In
cluding local churches and
synagogues.
Mathew Ahmann, executive
secretary of the conference,
said the recommendations
will' be specific and down-to-earth.
They will spell out con
crete things that Christians
and Jews can do, together or
separately, to combat racial
discrimination in such areas
as housing, employment, edu
cation and worship.
A "follow-up committee'
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has been organized to insure
that the ideas generated at the
national conference are wide
ly disseminated to religious
groups at the state and com
munity level.
Rising Impatience
How much action they will
stimulate remains to be seen.
In the past, churches and
synagogues by their own ad
mission have been long on
talk and short on perform
ance in this controversial
field.
But there Is evidence of
rising impatience among lay
men as well as clergy with
this inaction.
Across the nation, churches
and synagogues have "social
relations committees" which
are looking for something to
do besides listen to speeches.
It is just possible that the
National Conference on Re
ligion and Race may provide
them with the kind of blue
print they need to roll up
their sleeves and get to work.
Age Plays Major Role in Learning To Write Properly
MEDFORD MAIL TRIBUNE, MEDFORD, OREOOW
By DAVID NYDICK
UPI Education Specialist
Handwriting has been open
to much criticism and should
not be neglected. It is a me
chanical skill which can be
learned with reasonable ef
fort and practice.
Age plays a major role in
learning to write. This is due
to the importance of muscu
lar development and coordi
nation. The ability'to hold a
pencil and move the hand
properly for regular writing
(cursive) develops in about the
third grade. Thus you find
that most schools teach a
form of printing manuscript
in the early grades. Manu
script generally is easier than
cursive writing.
Research has shown that
most difficulties in handwrit
ing occur in relatively few
letters. This seems to indicate
that efforts for improvement
should be mainly concentrat
ed on the specific problem.
In the junior and senior high
school, there is often a de
crease in quality. This prob
ably is due to the pressure
for speed and the absence of
specific practice and teach
ing. Can Help at Home
At the same time that the
school is teaching your child
to write, you can follow
through at home. You should
be sure to use the same let
ter formations the school
teaches in order to avoid con
fusion. When a child's handwrit
ing skills are developing nor
mally, your assistance should
consist of supplying encour
agement and practice. An ef
fort must be put into main
taining and Improving hand
writing. Periodic evaluation is
important. Practice at the pri
mary level can be achieved
through such activities as
writing one's name, making
labels or signs, and writing
notes or greeting cards.
The high school child
might profit from helping you
with business-type letters or
other useful Items.
Perhaps your child is hav
ing difficulty. The previous
suggestions should be com
bined with additional instruc
tion. The first step is to help
the child understand the need
for a neat legible handwrit
ing. You can check samples
of his writing. This will clar
ify the problem which may
be poor letter formation,
slant, size, etc. Explanation
of correct methods should be
followed by practice. Short
and frequent sessions are the
most effective. Remember
that his chair, writing sur
face, and implements must be
proper in order to have cor
rect posture and grip.
Attention To Left Handera
Special attention should be
given to left handed children.
Unfortunately, some will
have problems. In most situ
ations, materials are made
and arranged for right hand
ed people.
Do not attempt to change
handedness as the results may
be more serious than those of
being left handed. The child
will need consideration and
patience. H 1 1 instructions
should be generally (he op
posite of the right handed
child. The "upside down"
technique can be avoided by
proper early guidance. The
pencil should be held a bit
higher to avoid puncturing
the paper. Light should come
over his right shoulder to
avoid shadows. Discuss this
problem with his teachers.
Perhaps you can obtain an -instruction
booklet.
Pay close attention to hand
writing. Careful instruction
and practice produces excel
lent results. ' . .
ABB-Weeaftheir Fioghft Devices Umdeir Testind
lihf!,0l...NOin l!--AILAS'--ALS-!:" "l.e 'niques of blind, reliability the eventual sys-i course, would be creater safe-1 The Sir
night of Nov. 30, an East.
em Air Linn DC7B trying
to land In a fog crashed and
burned at New York's Id!.,
wild Airport, killing 25 of
the SI aboard. The follow
ing dispatch discusses a
safety device which some
day will make such acci
dents almost impossible.)
By ROBERT J. SERLING
UPI Aviation Editor
Washington - (UPli - The
names sound like technical
gibberish - BLEU - FLARE-
REG ALL.
But out of those initials
could come fulfillment of avi
ation's oldest dream: All
weather flight. The ability to
l?d an aircraft with complete
sety in zero-zero visability
and - or ceiling. The names
are of five devices under test
at the Federal Aviation Agen
cy's research center in Atlan
tic City. N. J.
The FFA is not testing each
system to determine which is
the best. Rather, it is evaluat
landings under each system
Eventually, the FAA will ex
tract the best feature from all
and incorporate them Into a
single all-weather landing
system that can land a plane
safely in a fog thicker than
over-cooked oatmeal.
All Promising
"All of them are interest
ing, promising and even ex
citing." FAA reasearch and
development chief Joseph
Blatt says. "But none of them :
stands up by itself to the I
standards of extremely high all - weather
reimoiiiiy me eventual sys'
tern must achieve. When we
determine what must go into
a single system, we will spee-
iiy tne requirements for a
prototype and ask for con
tract bids.''
This laborious process is
slow but inevitable. The chief
requisite of a safe all-weather
landing device is that it must
be absolutely foolproof. The
lives of pilots and passengers
alike will depend on its total
reliability and accuracy.
ine major achievement of
course, would be greater safe
ty. But economic advantages
are involved, too. The average
airline passenger who gets
miffed at a delayed or cancel
led flight because of weather
seldom realizes that it hurts
an airline worse than it does
him.
Cost High
It has been estimated that
below - minimum weather
(when horizontal v j s i b i lily
and vertical ceilings drop be
low sale margins) costs the
TJ. S. airlines alone as much
as $100 million annually.
the lowest estimate is S25
million, and one carrler-
Unitcd - puts the cost to the
industry at $60 million.
If even $25 million seems
high, ponder Unitcd's exper
ience on a single winter day -Dec.
17, 19B1. On that one
Sunday, weather forced UAL
to cancel all but 57 departures
east of Omaha during a 24
hour period.
A total of 350 flights were
weathered out - 113 jet trips
ana zjt piston-engme sched
ules. Out of 29,321 passengers
holding reservations, 18,193
never left the ground.
Aviation science has advan
ced considerably since the
days when an airliner literal
ly needed a clear day before
it was allowed to fly. The
chief weapon has been the In
strument Landing System
(ILS), which projects two
beams toward an approaching
plane. One beam monitors the
glide path, tthe other the;
plane's position relative to the
runway. A pilot knows he is
on course in an ILS approach
when two needles on his in-'
strumeni panel form a perfect
cross.
Net All the Way
But ILS can only bring
plane to within 200 feet of
the ground. Below that, a pi
lot must land his aircraft
visually. In effect, the goal of
an ail-weather landing system
is to extend the accuracy of
ikis over that last 200 feet,
right down to the moment the
wheels touch the runway.
The devlces.bemg tested by
FAA are intricate, sophisti
cated and to varying degrees
not perfected, FAA officials
landings, of
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Mtes effective Thursday, Jen. 17 through Sunday, Jan. 20 t
Safeway in Medford. Wt reserve the right to limit.
predicting when the agency
will recommend a final, com
posite system - "Maybe a
year, maybe three or lour,"
as one of them puts it.
The most advanced system
in terms of test frequency is
the British - designed BLEU
slanding ior Blind Landing
Experimental Unit. Jt has
been tested in England with
more than 5,000 landings on
both propeller planes and jets,
and the FAA has added sever
al hundred additional land
ings. Earf Mating
According to some pilots
who have observed or even
flown the various systems, a
promising American entrv Is
"FLARESCAN" - product of
Airborne instruments Labora
tory. Its deveiopmeni has
been weil-financed and one of
its virtues is Its easy mating
with regular ILS, FLARE
SCAN automatically switches
into the ILS glide slope indi
cator at an altitude of 100
feet, and the entire system re
quires very little additional
cockpit training.
FLARESCAN. which also is
being evaluated in France,
projects a radio beam toward
an approaching aircraft -
sweeping the plane every 10
seconds. At every sweep,
FLARESCAN instruments In
the cockpit show the pilot the
exact angle he must fly to
put his wheels on the ran-
way at a point between t)ie
FLARESCAN antenna and
the end of the runway.
Basically, ail the systems
arc similar. GILLfFAN'S HE.
GAL which stands for Ranee
and Elevation Guidance for
Approtch and Landing, stems
from an Air Force project. B
is resigned to Me in with an
electronic air traffie control
system. Like FLARESCAN, it
uses a sweeping beam to Inter
cept the path of approaching
planes.
North American's- AILAS
for Automatic Instrument
Landing System) Is similar to
Britain's BLEU in that It pro
vides for iast-mintite coupling
to an automatic flight control
system - literally a "look
Ma, no hands" landlns ecera.
tion in which the piioi mere
ly has to stand by for over
ruling action if he la not sat.
isflcd with the all-electronic
landing.
Fifth Britain
The fifth ! system is Bell's
ALS" - ior Automatic Land
ing system. It shares with
FLARESCAN the virtues of
easy adaptation to present
cockpit instrumentation and
incorporation into reculsr
ILS approaches.
Ail-weather landines are
sufficiently aiong the develop
ment path to warrant medifi-
cations in the cockpit desisn
of new airliners. At least two
forthcoming British jetliners
will be easily adaptable to in
stallation of BLEU equip
ment. Lockheed's new mill
tary jet transport the Cl.
will have a cockpit designed
to carry an all-weather land-
tng system. So will Boeing's
short-range jetliner, the 727. '.
The companies developing
various all-weather landing
systems have allowed regular
airline pilots to test them for
comment and criticism. One
captain who tried FLARE
SCAN described his expert
enee in a recent article in Air
lift Magazine. He praised the
system but added: -
"U is our endeaver to set
a closer look at other develop
ments and systems. No sys
tem, of course, will suffice
until its integrity has been
proved. Likewise, H must fee 1
economically feasible,"
The author of the article 'i
was, the late Cspt. Edward
Bechtoid. He was command- ;
ing the airliner that crashed
in the fog at Idlewlld Nov. 30.
Meteorologists Are
Needed in Posts
Corvallut - Everybody talks
about the weather but there
aren't nearly enough trained
meteorologists to do the
weather work and research
needed today In America, the
training director for the U S.
weather bureau observed this
week at Oregon State univer
sity.
The weather bureau, the
armed forces. Industry, re
search centers, and colleges
are all In need of trained
weather workers, according to
Albert V. Carlin.
He was at OSU to observe
training under way at OSU
this term for 28 weather
bureau workers from 22
states and Washington, 0.C.
The weathermen were select
ed for the intensive program
to broaden their weather
training and to advance them
in their careers as weather
bureau mcterologitti. 4
Oregon State university it
one of 16 universities In the
country that prepares gradu
ates to be professional meteor
ologists. Or. Fred Decker
heads up the meteorology
work at OSU.
1
X e