Toledo, Detroit, Cleveland, Pittsburgh, Buffalo, Syracuse, Albany, Concord, Port-
land, Boston, Providence, Hartford, Mineola.

Middle Western Flight. Similar flying was done at Houston, New Orleans, Jack 7747
son, Memphis, Little Rock, St. Louis, Springfield, Chicago, Milwaukee, Madison,
Duluth, Minneapolis, St. Paul, Fargo. Aberdeen, Redfield. Sioux Falls, Sioux
City, Omaha, Kansas City, Wichita, Tulsa, Oklahoma City, Muskogee, Fort Smith,
Shreveport, Houston.

Far Western Flight. These teams covered San Diego, Los Angeles, Fresno, San 6626
Francisco, Sacramento, Reno, Salt Lake City, Boise, Pocatello, Walla Walla, Port-
land. Tacoma, Seattle. Yakima, Spokane, Helena. Butte, Miles City, Sheridan,
Alliance, Cheyenne, Denver, Pueblo, Trinidad, Albuquerque, El Paso, Tucson,
Phoenix, San Diego.

April 25th, 1919 HAMPTON ROADS-ENDURANCE FLIGHT

Navy F.5-L, flying boat, flew a non-stop course. One pilot and 3 passengers. duration was 20 hours, 10 minutes.

May 7th, 1919 WASHINGTON-MACON AND RETURN

1437

The

in a Martin Bomber with 3 other passengers from Washington, via Asheville, North Carolina, to Macon and return via Asheville, North Carolina. Duration, 14 hours, 10 minutes.

July 7th, 1919 SAN FRANCISCO-SAN DIEGO NON-STOP

1300

610

Captain L. H. Smith in a D-H-4 made this non-stop flight in record time of 246.5 minutes.

July 11th, 1919

AKRON-LANGLEY FIELD

407

Army's Goodyear airship A-4.

August 22nd, 1919 BUFFALO-MINEOLA NON-STOP

J. D. Hill in Curtiss Oriole flew the distance in 4 hours, 10 minutes.

August 25th, 1919 NEW YORK-TORONTO RACE

440

1042

Contests between 32 military and civilian pilots who completed the course
Mineola, Albany, Syracuse, Buffalo, Toronto.

1919

AIR MAIL PATHFINDING TOUR

1250

Major O. M. Baldinger, from Philadelphia, Pittsburgh, Coshocton, Columbus, Dayton, Indianapolis, Chicago, Madison, La Crosse, St. Paul.

Begun October 8th, 1919

TRANSCONTINENTAL RACE (10 pilots flew New York-San

5402

Francisco and return)
Army Air Service contests covering Mineola, Binghamton, Rochester, 'Buffalo, Cleve-
land, Bryan, Chicago, Omaha, Cheyenne, Salt Lake City, Sacramento, San
Francisco.

November 9th, 1919 RIM FLIGHT (Around the "Rim" of the United States)
Lieutenant-Colonel R. S. Hartz and crew flew an Army Martin bomber airplane
from Washington, Hazelhurst Field, Augusta, Jay, Plattsburg, Gasport, Buffalo,
Niagara, Buffalo, Willoughby. Cleveland, Detroit, Camp Custer, Chicago, Mil-
waukee, La Crosse, St. Paul, Montevideo, Fargo, Bismarck, Glendive, Miles City,
Billings, Helena, Missoula, Dixon, Missoula, Spokane, Coeur D'Alene, Spokane,
Loveland, Camp Lewis, Portland, Medford, Sacramento, San Francisco, Fresno,
Los Angeles, Santa Ana, San Diego, Los Angeles, San Diego, El Paso, Fort
Worth, Dallas, Houston, Lake Charles, New Orleans, Montgomery, Pinehurst,
Raleigh, Pinehurst, Washington.

December 4th, 1919. NEW YORK TO HAVANA AND RETURN

C. J. Zimmerman flew his Aeromarine flying boat from Keyport, New Jersey, down the coast to Havana and return, via Cape Charles, Charleston, St. Augustine, Palm Beach, Key West, Havana, Cuba.

CLEVELAND-WASHINGTON

in Martin bomber.

9823

3000

flown over almost every part of the United States in their quest for landing fields that would be available in cases of emergency. As a result of this survey work, valuable information has been gathered with respect to about 1,000 emergency fields. These as well as the permanent airdromes will be found in the appendix, arranged alphabetically under states. The letter, or group of letters, following each state name and the numbers following in parentheses indicate the state symbol and field numeral assigned to it by the Air Service. These symbols and numerals will be permanently and visibly displayed on all airdromes established in accordance with Air Service specifications. In addition to the cities shown in this list, numbers are being assigned by the Air Service to thousands of cities all over the United States, regardless of whether or not they are provided with a landing field. These numbers will appear on vacant lots, city roofs, parks and golf courses. Aviators will thus be enabled promptly to identify a city while passing over it even though the aviator may be unfamiliar with the territory.

IMPORTANCE OF THE WEATHER FORECAST

Weather conditions, present and prospective, are of direct concern to the aerial navigator. Though the airplane and the airship are largely independent of atmospheric disturbances and can, if necessary, disregard them in most cases, a pilot "forewarned is forearmed." On the other hand, the pilot wants to take the utmost advantage of favorable conditions, such as following winds.

The aerial navigator of the present is somewhat of a meteorologist himself. He knows what certain types of clouds mean, he knows how to read a weather map, is conversant with the general laws of weather changes and appreciates the value of forecasts and flight charts.

Climatic conditions are of interest in connection with the location of airdromes, the placing of these and the buildings thereon. From meteorological study, one learns what sort of an aerial harbor may be expected at any proposed point.

Official cooperation between the United States Weather Bureau and aeronautics began at least as early as 1907 in connection with the balloon races then held at St. Louis. Lieutenant-Colonel Henry B. Hersey, of the Weather Bureau, was one of the contesting pilots and Lieutenant-Colonel William R. Blair, also of the Bureau, was there in an official capacity.

In 1913 at the request of the Secretary of War, Dr. W. J. Humphreys gave a course of lectures on meteorology in aeronautics to classes in aviation at the Signal Corps School, San Diego. These lectures were subsequently expanded into a series of articles entitled "Physics of the Air," which were printed in the Journal of the Franklin Institute. An extended article, "Effects of Winds and Other Weather Conditions on the Flight of Airplanes," was published in the Monthly Weather Review, Weather Bureau, Washington, D. C., August, 1919, Vol. 47, pp. 523-532.

During the Army's cross-country flights between San Diego and Los Angeles in 1916 the local bureau provided forecasts and it continued so to do until meteorology became part of the ground school course for government pilots and this science became a recognized aid to flight.

During the World War, the Meteorological Section of the A. E. F. under Lieutenant-Colonel Blair furnished the Air Service and our armies, detailed forecasts for each succeeding 24 hours, with special forecasts at intervening periods. Information was circulated by radio as to the speed and direction of the wind at various altitudes, and utilized by the pilots in the various airplane operations.

In the Trans-Atlantic flights of May and July, 1919, the Weather Bureau and the U. S. Navy cooperated in making immediate ocean weather maps and forecasts for the air pilots.

In the transcontinental race of October, 1919 forecasts were wired by the Weather Bureau, in cooperation with the Air Service, to all controls and to points where pilots made emergency landings. These enabled contestants, not only to avoid the risk of impending storm conditions, but, in several cases, to take advantage of favoring winds which not only increased their flying speed, but often brought them so advantageously to certain controls that they gained a day in elapsed time over less lucky contestants, weather-bound at other points.

A daily general forecast service for aviators is maintained by the Weather Bureau, and special forecasts are issued as requested. Correspondence with the Manufacturers Aircraft Association as to flight meterological data is invited.

RADIO DIRECTION FINDER

While in early days of flying local weather conditions had to be 'just right" before an airplane would take off, with the development