The sun., 1919-09-07

4 "All things considered, weather con-
iitions for an eastward flight are most
favorable along the northern course
1 for a westward. fight they are most
favorable along the southern course;
that is. the prevailing westerlies are
less persistent along this course than
| further north.
There seems to be little choice as
to season, for although the prevailing
westerlies are stronger in winter than
! in summer, yet, on the other hand.
stormy conditions are more prevalent
in winter, and the net result Is about
an equal percentage Of favorable days
| in the two seasons. Moreover. the
greater fog percentage in summer just
about offsets the greater percentage of
cloudiness in winter. Fog is disad-
vantage, chiefly because of its inter
| ference in making observations with
drift indicators. The Newfoundland
fogs In general are of small. vertical
| extent and do not extend far inland.
They should not, therefore, prove a
hindrance to landing. II the landing
field is located some distance from the
| coast"
Fog Averages Vary.
Near the Irish coast the percentage
of days on which fog occurs varies. 1t
is said, from about 10 per cent. In
summer to per cent. In winter. In
contrast to the Newfoundland average
OF 60 per cent. in. summer and 20 to
! 80 per cent. in winter. Fogs rarely
occur near the Azores or between them
! and Portugal.
ota &c SO IN har
flying conditions by the Government
meteorologists In relation to airplanes
apply equally well to airships, they
say. Dirigibles. however. because Of
their greater capacity for fuel, and
their independence of motor power to
sustain them. are capable OF remain
ing in the air relatively longer time
and are not so vitality dependent upon
favorable wind conditions.
1t is believed that Major Scott. when
he stated that there should be in mid
ocean an international weather sta
ton. had in mind not only the weather
reports which such a station might
furnish, but also that 1t would be help
full at times In giving wireless reports
to dirigibles and airships as to latitude
and longitude.
Fly In Wrong Direction.
Another reason why It is SO neces-
sary at the present time for aviators
10 keep in touch with shore or flxed
ocean stations is that they have more
than once discovered to their sorrow
that {; is quite possible when flying
over the uniform surface OF the ocean
to turn their machines unconsciously
and fiy directly away from their OBJ
jective point.
Prof. Marvin of the Weather Bureau
also believes that If an aviator maxi
ing a hypothetical speed of 80 miles
an hour should run into n head wind
of 80 miles an hour. he might unless
aware of the fact, and increase II
possible his speed accordingly. stay
indefinitely In the same position over
the ocean. until the wind died down.
On land an aviator can tell whether
wind is aiding or retarding him. but
over the changelees sea, unless there
are ships within his vision he %as
little Or nothing by which TO gauge his
progress.
Another factor transatlantic avia-
tors must reckon with, Prof. Marvin
says, IL the defective influence OF the
earth's rotation upon airplane flight.
Objects moving freely over the earth's
surface are DETECTED constantly in the
right. With the development of trans
atlantic travel by airplane the
Weather Bureau meteorologists hope
there will be opportunity for
thorough study OF the meteorological
conditions affecting II.