in, as later happened in Chamberlin’s great flight to Germany, and with our own Friendship Flight.
The time is at hand when meteorological experts will be able to hand a pilot a weather map of the Atlantic upon which the locations of barometric highs and lows will be plotted exactly, both for the moment and say, twelve hours thence. Already the Hydrographic Office issues monthly charts of the upper air, with a notice in the corner reading,
“Recommended Transatlantic Airplane Route: In the selection of the routes shown on the charts, the northernmost route which appears practicable in view of distances, temperatures, favorability of wind, and general weather information, gleaned from analyses of recent transoceanic flights and the present development of aviation, the route from the Azores to Plymouth, England, is the route recommended for the month.”
In Dr. Kimball’s office in New York, the inquiries concerning weather run a wide gamut, those directly concerning aviation being yet in the minority.
“I am trying to get some coal across the river, and the ice keeps piling up against the docks. Can you tell me when the wind will change so I can get the shipment out?”
“Isn’t the U. S. A. going to have any snow this year? I can’t go to Canada every time I want to ski.”
“Can you tell me, please, whether it’s going to rain this afternoon? I want to know about wear ing rubbers.”
