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The Whole Subject Is Rather Fully Discussed in An The whole subject is rather fully discussed in an article in the Monthly Weather Review for March, 1926, on "Precipitation in the drainage area of the Great Lakes, 1875-1924, with discussion of the levels of the separate Lakes and their relation to the annual precipitation," by P. C. Day, in charge of the Climatological Division, U. S. Weather Bureau. —R. N. THE DANIEL GUGGENHEIM FUND AND AERONAUTICAL METEOROLOGY The second report of the Daniel Guggenheim Fund for the Promotion of Aeronautics, published early this year, contains much of interest to the meteorologist. Among new enterprises fostered by the Fund in 1928 were—"The first adequate weather-reporting service for American avia- tion, the first full-flight laboratory for fog-flying, and the first National Safety Conference in Aeronautics." In the middle of the year the Fund shifted from a policy of helping aviation help itself to one of concen- trating on "the scientific problems involved in the mechanical structure of the airplane and the study of environmental conditions necessary for safe operation, particularly meteorology and the problem of fog-flying." In this connection the Massachusetts Institute of Technology was given an additional $34,000 to organize a three-year course in meteorology, bringing the total gifts to that institution to $264,000. A gift of $500 was made to New York University for the purpose of securing lecturers for a course in aeronautical meteorology; and a grant of $3480 pro- vided for the services of an aerologist for the Byrd Antarctic Expedition. Six bulletins were published in 1928, one of them being Prof. Alexan- der McAdie's "The hazard of lightning in aviation" (see note below). Weather reporting on the model airway, is given five pages in the report. The success of this cooperative effort has exceeded all expecta- tions. This model airway, from San Francisco to Los Angeles, was, at the end of 1928, served by 40 stations, and by observations made six times daily. "The weather reports are communicated by telephone and radio to trained meteorologists stationed in both Los Angeles and San Francisco who forecast the flight conditions for the entire area and advise depart- ing pilots as to which of five alternate courses should be followed. The collection of the reports and the exchange of complete data between the terminals only requires a few minutes." This service was planned by Dr. C.-G. Rossby, but since Sept. 1, 1928, has been under the supervision of Major E. H. Bowie, of the U. S. Weather Bureau at San Francisco. The development of a similar service over much of the United States is now taking place and such a one for trans-oceanic flying is hoped for.—C. F. B. Lightning in aviation. In the September 26, 1928, issue of the Bulletin of the Daniel Guggenheim Fund for the Promotion of Aeronau- Unauthenticated | Downloaded 10/02/21 05:57 AM UTC ties, Professor Alexander McAdie, Director of the Blue Hill Observatory writes on the Hazard of Lightning in Aviation. He points out that the energy of a lightning flash is so great, ranging from an estimated volt- age of 10,000,000 to 100,000,000 and an amperage of 10,000 or more, that no aeroplane yet designed can withstand being struck. Thus the safety of the aviator depends at present upon his avoiding all thunder- storms. "The probability of thunderstorms is now indicated at all air ports," writes Prof. McAdie, "and in time there will probably be in- stalled electrometrie apparatus whereby the potential gradients can be determined and approximate electric field strengths given. It will also be possible eventually to equip planes and ships with devices that will automatically warn of the approach of charged clouds and dangerous conditions. Until this is done, the wisest course is to avoid unnecessary risk." WEATHER IN AVIATION NEWS Spanish fliers helped too much by wind. London, June 29.—The dra- matic story of the harrowing adventures of the missing Spanish airmen, and their rescue at dawn this morning by the British aircraft carrier Eagle, was told in simple, terse language by Major Ramon Franco aboard the rescue ship as follows: "We left Los Alcarazares at 5 P. M., on June 21, passing Cape St. Vincent at 9 P. M. "From Gibraltar we were forced to gain height owing to the excessive air disturbances. "From Cape St. Vincent to the Azores was an uninterrupted layer of clouds above which we had to fly, and later another cloud layer formed above us. The intended time of arrival at the Azores was 9 A. M. Green- wich Meridian Time (4 A. M. Eastern Standard Time) on the 22d, but a strong wind which we were unable to foresee or check in flight caused us to pass over the Azores during the dark. "At dawn we took the longitude by the sun, which showed that we were to the southwestward of the Azores. We therefore flew through the clouds and landed to economize fuel and examine the situation. "We checked our position and took off, shaping a course for Fayal, but, owing to strong headwind, we ran out of gasoline about forty miles from that point. A strong northeastern wind drifted us to the south and on the following day, the 23d, we were about 100 miles from Fayal. "The wind shifted to the southwest, reaching gale force, and drifted us toward the Island of Santa Maria. From the 24th to the 27th winds of varying force and direction drifted us about. On the morning of the 27th the situation was extremely dangerous on account of wind and sea conditions. "At dawn on the 2,9th the aircraft carrier Eagle found us in the vicinity of Santa Maria and took us on board. The behavior of the air- craft and engines was magnificent."—Associated Press. Airplane passes through Kansas thunderstorm. "On today's flight eastbound the passengers had an opportunity to see how the big trans- ports act when conditions are not perfect. Between Wichita and Kansas City the trimotor roared through a typical Kansas thunderstorm, with rain, lightning and violent winds. The big all-metal plane wallowed through like a liner in a moderate sea, pushing along at 110 miles an hour, almost unmindful of the bumps."—N. Y. Times, July 2, 1929. Unauthenticated | Downloaded 10/02/21 05:57 AM UTC Thunderstorms delay airmail take off at Chicago. After an all-night vigil at the Chicago airport waiting for heavy electrical storms to abate, the Boeing air mail plane, piloted by E. Hamilton Lee, took off this morning for the coast. A thick fog hung like a pall above Chicago. The ground could be seen with difficulty in a radius of only 300 yards or so, and the pilot was forced to fly at 200 feet above the ground. After passing Aurora on the way to Iowa City, the first stop for mail and refueling, the weather cleared, but the pilot was unable to rise higher than 400 feet. In the vicinity of Rock Island the plane ran into a heavy curtain of mist and rain, obscuring the ground except for a radius of not more than 100 yards. Lee was obliged to descend to within 100 feet of the ground and at one time passed so close over some trees that it was possible to see the limbs through the foliage. Soon after this the weather again cleared and the plane made a pleas- ant and uneventful flight into Iowa City. The next stop was Omaha, where pilots were exchanged, L. L. Boeing piloting the plane to North Platte and here. When traveling with the mail a passenger must expect to fly through all kinds of weather. "The mail must go through" is the pilot's slogan, and as Lee put it this morning, "If there is a possibility of a possibility of getting it through the plane takes off."—N. Y. Times, July 2, 1929. Airplanes stormbound. The wisdom of the Colonial Air Transport Company in not allowing any of their planes to leave Boston for New York during one of the wind and rainstorms this spring was demon- strated by the forced landing of one of their large machines at Hartford while trying to fly from Newark to Boston that day by the shore route. Aviators killed in a snowstorm. Late in April two noted Polish mili- tary aviators were lost in a heavy snowstorm between Lublin and War- isaw and in flying at too low an altitude along the Vistula lost their balance and sank into the river.—N. Y. Times. Tropical showers force air liner down. A big amphibian plane carry- ing seven persons made a successful forced landing on Chibo Beach, near Morro Castle, Habana, when low visibility in a pouring rain made it impracticable to proceed to the airport. The airplane was pioneering a route from New York to Buenos Aires by easy stages.—Associated Press. Heavy thunderstorms hinder air traffic in New England. Numerous intense thunderstorms, in low pressure trough, prevented the New York to Boston passenger plane with 6 passengers on board from landing at the Boston airport. For almost an hour the pilot vainly tried to find the airport but was unable to do so because of low clouds and rain, even though repeated flares were sent up from the airport. Then when a thick fog rolled in from the ocean a pilot plane from the Boston airport directed the large machine to Pawtucket, where a successful landing was made. Another large airplane from Cleveland, with 10 people aboard, got into thick, heavy storm clouds through which lightning Unauthenticated | Downloaded 10/02/21 05:57 AM UTC flashed at frequent intervals, and a strong storm wind veiled the earth from the sight of the pilots and carried the plane far from her course.
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