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Show MILLARD COUNTY CHRONICLE Delta. Utah. Thurs. Nov. 17, 1955. Mr. and Mrs. Dick Miller and son, Emett, from Heber City, were visitors at the home of Mr. and Mrs. J. R. Skinner, fur the Pheasant Hunt. GIVING OUR WORLD THE Once Over TV- ft mm : 'W?Jf itfv" JAM Ns- VF' By Dick Morrison Alfalfa Seed The national economy in general is highly properous right now. Building, housing, autos, and the stock market have been booming along so fast the authorities have been afraid they'd overdo it, so brakes -have been applied, very gently. But farming is a soft spot, causing the administration plenty of worry. And our own farm product, pro-duct, alfalfa seed, is in worse shape than farm products in general. A discussion of this situation was held at the Stake House last Friday, conducted by our Congressional Congress-ional Representative, Henry Aldous Dixon, who was run in as candidate candi-date last campaign at the last moment, when the trumped-up hero story of poor Douglas String-fellow String-fellow blew up in the face of the Republican party. Dr. Dixon, of USCA, Is a scholarly scholar-ly gentleman, soft spoken, falr-minaed, falr-minaed, and intelligent. Conducting Conduct-ing his "political clinic", he seemed quite as willing to learn of local problems as to provide answers. The nub of the seed problem Is that producers of Utah seed are the innocent and indirect victims of the federal attempts to bolster the prices of major crops, chiefly cotton. Incidentally, producers of broomcorn, another minor crop, have been hit the same way and just as hard. The facts brought out at the meeting were simply that with a domestic market for alfalfa seed this year placed at 150 million pounds, production has amounted to 213 million pounds, and there is a carry-over of 57 million pounds. Practically all of the surplus sur-plus has come from acreage diverted diver-ted from cotton in the effort to bolster the price of that crop. King cotton has in that way become an oppressor of lesser crops. The situation regarding alfalfa seed, then, is that had the free market been left alone, produc- lag down the record breaker and take the wheel ! v ? v. ' W-. .,. '. -W. . .. X, i 'X ?-y ji " I- - J ; t V, M i, . . ' 1 ..-.'.w. -w w.'. A .. - x'. k Til U'e'rc fioi iese kw; '5 Chevrolet demonstrators cruising the streets to make it easy for you to drive the car that shattered the Pikes Peak record. When you see one, wave it to the curb and take the wheel. You'll discover all the things tlial make this new Chevy a champl Here's the car that smashed the Pikes Teak record proving it has the qualities that mean safer, surer driving control! Like to drive 'er? That's easy. Just flag down one of these new Chevrolet demonstratorsand demon-stratorsand take over! You'll feel the handling ease that took the twists out of the winding Pikes Peak road. And you'll see what we mean by record-breaking record-breaking power. These Chevrolets are powered by the new 205 h.p. "Super Turbo-Fire V8"-an extra-cost extra-cost option that pours out all the action you could ever ask for! So, give one of our new Chevys the high sign just for fun. We'll be watching for you! THE HOT ONES EVEN HOTTER i Sunset Chevrolet Company Phone 311 DELTA. UTAH a little luxury is good for every man ... so enjoy ' ' ' V ' 1 I k- - ------ - - , m,- , t ii.n-wM-,-,,1 n 1 4 stilugiitBOURBONwiiiskey 6 years old AM) FRICED TO PLE.VSE K .t3 KJ'X ETLJNS XUT tion would rave bc-"n In balance with demand, and the price at a profitable level for growers. Thus, we find ourselves not in the position posi-tion of needing government aid as much as freedom from the results of government interference in other fields. We need redress of damage done us inadvertently by the government. Two programs were discussed. One, long-range, included such possibilities as the "soil bank" program, pro-gram, under which acres withheld from cotton production would be withheld also from production of other crops, and possibilities of better marketing practices. But none of these can become effective effec-tive in time to alleviate our distress dis-tress for this year. So short-range plans were discussed, dis-cussed, with the recommendation that the Farm Bureau undertake to transmit a plan to Washington for some sort of floor under the price of this year's crop. It was agreed that a 28 cent price would be fair, and some people expressed the opinion that we, with lower priced land and water, and less intensive farming methods, could compete profitably at that price, while Californians could not. Lyle Bunker, of the local Farm Bureau, agreed to sponsor the move in that organization. The question was also raised as to what might be done for growers who have already sold at distress prices. They, too, would seem to be entitled to redress for the existing exis-ting condition. It is uncertain at the moment what can or will "be done. Here we find a group of producers who would be perfectly well satisfied to do without government "aid", but have found their price-structure wrecked as an indirect result of government efforts to assist larger, wealthier, groups. It is an ironic situation, indeed, and tragic for those who depend entirely, or mostly, upon alfalfa seed for their living. Woodrow Church Mrs. Alice Jensen thinks my memory failed me when writing a history of the Woodrow Hall the other week. I couldn't recall any church servious ever having been held there. Mrs. Jensen says Community-Presbyterian services were held there in times past. Rev. Hamilton presided at the services. Mrs. Jensen served as superintendent superintend-ent of the Sunday School. In preparing pre-paring the Hall for Sunday services, ser-vices, she used to gather up empty beer bottles which had been scattered scat-tered around at dances the night before. The Woodrow Hall, then has served for virtually every type of meeting, including the religious. Edwards Exploit Last week the Chronicle earned a news item stating that Murray Edwards had been named pilot of the month. Chuck Edwards has handed me a clipping from an air force paper which fills in more detail. This states that the basis for selection is outstanding feats of airmanship and excellent overall over-all flying record. Lt. Edwards was piloting one of four F-86H's in formation. About 40 miles from Scott AFB, near Chicago, at 39,000 ft., the flight made preparation to land. While changing position In the flight, Lt. Edwards, the number two man, experienced ex-perienced a flameout He fell out of formation at about 35,000 ft., called the leader, and elected to set up a flame-out pattern immediately for Scott field. There was a 10,000 foot broken layer at Scott, and some 16 more jets landing, with another emergency emerg-ency aircraft in the pattern. Edwards Ed-wards made a successful flame-out flame-out approach and landed 500 feet down the runway which was only 7000 feet long. The aircraft suf fered no damage in the landing. The Dilot of the month award i stated that Lt. Edwards displayed superior judgment in setting up a flame-out pattern at a strange field under very heavy traffic conditions. con-ditions. He had approximately 70 hours flyins; time in the F-8GH at the time. "Lt. Edwards will receive a certificate and three day pass , concluded the article. Murray Edwards, incidentally, had set another less significant record at Delta airport some time earlier. On Sunday. Feb. 21, 1954, he flew to Delta from Pheonix as a passenger in the first Jet ever to land at Delta. The 432 mile flight was made in an hour and three minutes. He was called here t that time by the critical Illness 6t his father, the late Grant Edwards. Fotl StC-C Th rioter comnanv founded by h ive I!e"v Ford Pr. has had a rsiii and t"T,esfv.is hktorv fabulous in both its victories and 4of,t5 in wr and reac. in con- overw and tranou.i'tv. rrom ime tn t'e ovr its f.ftv years, it h"t ir'rt the news in wavs which all but blacked-out all the M T"nS vn t Nov. P. th? Fori Fx" in I" Hi nno-'fpd !ht "i n'TfT'' of " - of t ie cn"'.- Mnvs trek win ne rr.ae to the uh,'c This be t.e frst pvib'ic if'o-in of Ford s'ock ever r-a.le. "H i ' n"" rt or'v In rirric:fll circle, but nnnv a 1rer". o? tvi"s iivet"r',''t a the on he'd Lke be ti rl'. Ar-d. as a r;errr ef that fe.er- oeneous vet ecluve. ana. to 'V". "c'ut . tre ex-rora cler. t find rrvspl' tsk!,ar C",'r!3,rb' Motor Company exerted an impor tant effect, one way or anotner on nearly everyone who was ever associated with it, myself inciuaea, just as it did on the lives of th3 millions of people who, long ago, turned their horses out to pasture, put their buggies away, and started star-ted driving modet T's instead. The deal brings many things to mind, so, before going into the matter of the investment possibilities of the stock, a few reminiscences. I am sometimes taken aback by the realization that a whole generation gen-eration has grown up with no clear recollection cf silent movies, life before radio, or the model T Ford. I was born just in time to be in on those things, and I think today's to-day's youngsters missed something good. The Model T was an ornery critter, with a personality all its own, even as was its creator, Henry Ford. At times, it would do the impossible, and at other times, it wouldn't even do the possible, for reasons known only to itself. For those who don't remember, it had a planetary transmission-three transmission-three foot pedals but no wobble stick the middle pedal being used for backing up while the driver held the left pedal at mid-position mid-position between low and high, and worked the gas by hand. It never had a foot throttle. For ignition, it had a low-tension magneto a circle of magnets mounted on the flywheel which provided juice for the spark plugs through four large spark-coil "buzzers", "buz-zers", which were quite temperamental, tempera-mental, and a low-tension "timer" at the front of the engine. When the mani bearnigs wore a little, the flywheel would move back away from the "stators", and make the car devilishly hard to start. To cure this, people would jack up the rear wheel before cranking, or else install two dry cells to work the buzzers. The mag also powered the lights and horn, and both went up and down with the speed of the motor. Racing the motor would burn the lights out, and idling would make them dim. You could play a tune with the horn by changing motor speed. Yet for all that, it got people around, as they had never been able to get around before. Mass-produced, Mass-produced, Standarized, without the annual model changes, it had a fabulous run of fifteen million units before It rrr.vc W3J- tj progress. pro-gress. Beioie tne end, the model T roadster sold, retail, for only $260 fob Detroit, brand new. But such luxuries as the starter and bumpers were optional at extra cost. From 1908 until 1948, the model T chassis was the backbone of Ford car design. Improved in 1927, for the model A, and again in the 1935 V-8, it remained basically the same, with transverse springs, radius ra-dius rods, and torque tube drive. And, believe it or not, I am one of those, along with the hot-rodders and racing hobbyists, who think that the design had something no 1955 car has got. But right or wrong, we can't buy it any more. The model T was the car of grandpa Ford. It made him a billion bill-ion dollars by the time in May, 1927, he shut down the Highland Park plant to change over to the Moden A, and ran ads telling the world that "Ford announces a new car". That was the big news In motor-dom motor-dom in 1927. It was also the end of the big-money period of the company for more than twenty years. The model A had a run of four years, and about five million units, but on balance it didn't make any money. Then Ford In 1932 brought out its V-8. Henry never liked the six, for some reason. rea-son. But as long as he lived, his company never earned enough money to count after the demise of model T. That is, until the present pre-sent management, under Henry II took over in 1946. The elder Ford didn't seem to care. He had no army of stocholders to pay off, and though his company dropped to second and then to third place in sales, it was still big and important. im-portant. There are plenty of people today to-day who consider Henry II a smarter man than his grandfather. I am not one of them. However, each seemed to possess the qualities qual-ities needed for the business in his time. As an auto mechanic myself, I can understand the mental processes proces-ses of theold man, the mechanic-inventor. mechanic-inventor. He had a sort of intuitive intuit-ive mind which could cut through problems to a direct answer. Numerous Num-erous associates found this astounding. astoun-ding. At hand is the book, "Detroit Is My Home Town", by a former WM mil ifif.-:ryV: : r 11 "l HI; 1 1 iiijl Lin! ATTIC BEDROOM Here'l o project tho takj th ifroin off an evtr-crowded horn. Nw, ottroctivt materials moke it eoiy to do end relatively inexpensive. At os 1 1 .1 8 month. GAME ROOM Comet time for ttudy, for play for quiet retaiotion, you'd thank your lutky start for e room like this. It't Inode to stand the wear and tear of busy feet... at low ot 1 1.97 mo. MODERN IC ITCH EM He'e it is, a housew.fe's d-am. Cabinets ore no'urol f.nith mopte, drain surfaces o?e tporHii-g heat ond wear reilstirg plottie. And what a d! gKt to work in. The cos'? At low as 1 5.97 month. lift J;fsf p'M 7 K jiyiii - ------ !. If flip V No down pcyment required Kemo repair er imp- mnH. -1 4 m r ,N Interest In the matter. The Fori i |