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WRIGHT, Administrator Commercial Pilot Examination Guide January 1948 UNITED STATES GOVERNMENT PRINTING OFFICE WASHINGTON : 1948 The Commercial Pilot Examination Kit, of which this booklet is a part, is on sale by the Superintendent of Documents, U. S. Government, Printing Office, Washington 25, D. C. The price is 30 cents. Individual items of the kit are not on sale separately. CONTENTS P 8. g e COMMERCIAL PILOT EXAMINATION GUIDE_ _ _ _ _ _ _ Eligibility for the Examination---------------------------- Type of Examination------------------------------------ How to Take an Examination----------------------------- WHAT TO STUDY----------------------------------------- Civil Air Regulations-------------------------------- Navigation----------------------------------------- Meteorology---------------------------------------- Airplanes and Engines------------------------------- Where to Get Study Material------------------------- Sample Examination Questions---------------------------- SAMPLE COMMERCIAL PILOT EXAMINATION------------------ Civil Air Regulations-------------------------------- Navigation----------------------------------------- 10 Meteorology---------------------------------------- 13 Airplanes and Engines------------------------------- 16 Answers to Sample Examination Questions----------------- 18 (II) Už". SIT G BY Trl Gåk'ſ Eij STATES OF AME, ºcA #AY 36'46 Commercial Pilot Examination Guidebook This booklet has been prepared by the Examination Section of the Civil Aeronautics Administration to aid pilots in their preparation for the commercial pilot written examinations. . - A commercial pilot is privileged to accept payment for his service and to carry passengers for hire. Therefore, he is required to give sº proof that he is qualified to accept and fulfill the responsibilities as- sociated with these privileges. He must have basic knowledge of air traffic control, principles of flight, structural limitations of his air- plane, inspection procedures, proper engine operation, facts about weather conditions, and approved navigational procedures. The required written examinations are designed for one specific pur- pose—to determine whether a pilot has mastered minimum basic knowledge required for safe flight operations as a commercial pilot. Because the examination is merely a test of minimum ability, a com- petent pilot seeking certification should not be satisfied with grades barely above passing (70 percent), but should strive to attain high SCOreS. - Complete records of examinations are retained in a permanent per- sonal file for each pilot. Such CAA records may be helpful to a pilot seeking employment should he wish to use them; they provide an in- dication of the pilot's capabilities; and furnish valuable information in analyzing causes of accidents. It is evident, therefore, that a pilot who has a serious interest in a flying career will make adequate prep- aration before undertaking a written examination. He will thus avoid establishing records of performance which may reflect un- favorably upon his abilities. This booklet will be of considerable assistance in preparation for the examination. It contains a summary of subject matter on which the examination is based, reference material for study, and four groups of examination questions similar to those used in the official certifi- cating examinations. Eligibility for the Examination The applicant for commercial pilot written examination must pos- sess a pilot certificate of either a student or private grade, with a total of 150 or more solo hours, and a Class II medical certificate. In lieu of the 150 solo hours, a graduate of an approved advanced ground school will be deemed to have met this requirement upon presentation (1) 2 of a certificate of graduation; or a student enrolled in an approved commercial flying school will be deemed to have met this requirement upon presentation of a letter signed by an official of the school, stating that the school has ascertained that the applicant has acquired suf- ficient knowledge to obtain passing grades in all sections of the com- mercial pilot written examination and is recommended by the school. Type of Examination To conserve the applicant's time in taking the examination, as well as to save time in scoring and to eliminate the element of individual judgment or prejudice in determining grades, examination questions are of the “multiple choice” type and can be answered by the Selection of a single item as the correct choice. The applicant’s answers are marked upon a special answer sheet which is graded electrically on a scoring machine. In the past, some applicants who received failing grades have felt that a mechanical defect in the scoring machine might have been the cause. Actually, the scoring machines are practically infallible; but, as a double check, all papers receiving grades below passing are given an additional hand check for verification before the results are mailed to the applicant. Because of the variety and extent of subject matter, the written ex- amination cannot give complete coverage of every topic. Therefore, the applicant’s grade must be determined by his answers to a limited number of questions—a “sampling” of the complete field. For ex- ample, a commercial pilot needs to Solve many types of navigation problems involving wind drift, variation, deviation, air speed, ground speed, course, heading, time, and fuel consumption. Obviously, it is not possible to require an applicant to Solve the thousands of com- binations which he might encounter in his actual flights. Conse- quently, this knowledge is tested by a few sample problems. If the applicant can demonstrate in the examination that he is able to work these problems correctly (with no previous knowledge of the specific problem or the answer), it is assumed that he is capable of Solving all similar problems which might arise. To maintain the validity of the examinations, the copying of ques- tions or answers or key numbers of answers is strictly prohibited. An applicant who uses any unauthorized material during the ex- amination (such as notes, keys, etc.) is also subject to severe penalty. For the commercial pilot examination the only material permis- sible is standard equipment such as a protractor or a plotter, and a computer for use in solving navigational problems. No other ma- terials should be brought to the examination room. Papers used for computation or notations during the examination must not be taken from the room; they must be given to the inspector before the applicant leaves the room. 3 How to Take an Examination Always bear in mind the following facts while you are taking the examination: (1) The questions are not trick questions. Each statement means exactly what it says. Do not look for hidden meanings. The state- ment does not concern exceptions to the rule; it refers to the general rule. (2) Always read the statement or question first—before you look at the answers listed below it. Be sure that you understand what it means. Decide what you think should be the correct answer, or work out the problem to obtain your answer. Finally, look through the list of alternate answers or phrases and find the one which says the Same thing as your answer. Be sure that the one you select answers the question completely. (3) Only one of the alternate answers given is completely correct. The others may be answers that result from incorrect procedure (in a problem, for example) or from wrong interpretation of the ques- tion, or from misconceptions. Understand the question and then select the item which you consider to be the best answer. (4) If you find that you have considerable difficulty with a partic- ular question, do not spend too much time on it, but go on to those you are sure of. When you have completed the section, go back to the questions which you have passed over because of their difficulty. This procedure will enable you to use the total time available to maximum advantage in demonstrating your knowledge and understanding of the subject. An applicant who is adequately prepared will have ample time to complete his work within the maximum time limit established for each section of examination. An applicant’s inability to complete the examination within the time limit may indicate that he has not acquired adequate proficiency, that he lacks self-assurance, or that his reactions and thinking processes are not sufficiently rapid to assure reasonable skill in making decisions and taking appropriate action. If you remember these facts and follow the instructions given in this section, and if you know the subject matter on which you are being tested, you will have no difficulty with the examination. WHAT TO STUDY Civil Air Regulations Section I consists of 30 questions based upon Part 43 (General Operation Rules) and Part 60 (Air Traffic Rules) of the Civil Air Regulations. These rules pertain to aircraft certification, mainte- nance, instruments and equipment, general piloting rules, privileges and limitations of certificates, general flight rules, visual flight rules, and definitions. No questions are asked on the instrument flight rules of Part 60. 4 Civil Air Regulations are constantly changing, and the applicant should therefore obtain the most recent published copies of these Regulations. In addition he should study Civil Aeronautics Manual 60 (Air Traffic Rules) which supplements the information contained in Part 60. Manual 60 is Chapter IX of the Flight Information Manual. - - Civil Air Regulations, Part 43 5¢ Civil Air Regulations, Part 60 10% Facts of Flight__ 50% Flight Information Manual (includes Manual 60) ----______ $1.00 Navigation Section II consists of 30 questions drawn chiefly from the following subject matter: Aids to Navigation.—Air traffic control (including radio communi- cations). Chart reading. Navigational Instruments.-Interpretation and application of in- strument readings. Air Navigation.—Problems involving true course, magnetic course, true heading, magnetic heading, compass heading, variation, devia- tion, wind drift, air speed, ground speed, time, distance, fuel consump- tion, off-course, double drift, radius of action (return to base and alternate airport). Many of the questions in this section are in the form of simulated flights based upon an official aeronautical chart. To prepare properly for these questions, an applicant should not only study the material recommended, but should spend considerable time in the practice of Solving problems of various types, until he becomes proficient. The following texts contain all the information necessary to pass the Section on navigation: Path of Flight (40%). An introductory book presenting basic and elementary information. - Practical Air Navigation ($1.50). An advanced text treating the subject in greater detail. (Chapters IX, X, and XI may be omitted.) & - Meteorology Section III consists of 30 questions drawn chiefly from the follow- ing subject matter: - Sources of Weather Information.—Interpretation of teletype se- quences, weather maps and other data available to the pilot at weather stations. Flight planning based upon this data. Cloud Types.—Characteristics and significance. Conditions favor- able to aircraft icing, fog formation, thunderstorms, precipitation. Air Masses.—Fronts, high-pressure and low-pressure areas; winds; convection currents. Many of the questions in this section require a careful interpretation of data appearing on a weather map. The study of meteorology 5 should be directed, therefore, toward proficiency in analyzing weather conditions from data presented and toward systematic reasoning in determining probable developments. The following texts contain all the information necessary to pass the Section on meteorology: Realm of Flight (60%). An introductory book presenting basic and practical information about Weather as related to flight. Meteorology for Pilots ($1.00). An advanced textbook, giving a complete treatment of weather phenomena as related to flight. Airplanes and Engines Section IV consists of 30 questions covering the following subject matter : Principles of Flight.—Basic theory of airplane flight; functions of controls on the ground and in the air; action of flaps, slots, trimming devices. Airplane Structure.—Elementary knowledge of structure; loads imposed upon an airplane during maneuvers; inspection, repair, main- tenance. * Airplane Performance.—Proper use of controls during maneuvers: relationship of speed to safety and efficiency; stalls and spins; take-off and climb performance in relation to altitude and temperature; landings. Engine Operation.—Principles of operation; carburetion; ignition; causes and indications of malfunctioning; engine instruments; in- spection; fuel and lubrication; propellers. The questions in this section are intended to test the applicant’s knowledge of airplanes and engines, particularly with respect to opera- tional procedures and the type of maintenance with which a pilot should be familiar. A few of the questions are drawn from general practices which are taught during flight instruction. The following texts contain all the information necessary to pass the Section on air- planes and engines: Facts of Flight (50%). A short, concise text presenting basic information and practical suggestions for Safe Operation of air- planes. *. Civil Pilot Training Manual (65%). A text treating theory of flight, inspection and care of aircraft and engines, instruments, parachutes, and analyses of flight maneuvers. Aerodynamics for Pilots (35%). A comprehensive treatment of aerodynamics presented in nontechnical language. Pilots' Powerplant Manual ($1.25). A text containing a de- tailed description of the construction and operation of airplane engines and accessories. 6 Where to Get Study Material All of the texts recommended as study material are published by the Government Printing Office, and may be obtained by writing to: Superintendent of Documents U. S. Government Printing Office Washington 25, D. C. Remittance (sent with the order) should be in the form of a check or money order made payable to the Superintendent of Documents, Gov- ernment Printing Office. Currency is sent at the sender’s risk; postage . stamps are not acceptable. In many instances the official texts may be obtained at airports or from book stores which carry them in stock. In addition, there are many other excellent textbooks which would prove helpful in prepara- tion for the examination. A listing of such books, however, is omitted for the sake of brevity. Sample Examination Questions Typical questions, similar to those used in official examinations, ap- pear in the following text. Answers will be found on page 18. It should be noted that these questions are only “samples” and do not in- clude all types asked in examinations, or all topics tested. The ability to answer these questions, therefore, does not necessarily indicate that the applicant is adequately prepared to take the examination. How- ever, the questions will acquaint an applicant with the general form in which questions are presented and will enable instructors to con- struct similar questions to cover the entire field. Applicants should realize that proper preparation for this examination requires a con- siderable expenditure of time and effort, as well as guidance from a competent instructor. SAMPLE COMMERCIAL PILOT EXAMINATION CIVIL AIR REGULATIONS 1. An airplane has undergone repairs which may have changed its flight characteristics appreciably. Civil Air Regulations require that prior to carrying passengers this airplane must be test-flown. The pilot who conducts the test flight must be appropriately rated for the airplane and must hold a certificate or rating of at least the following grade: (1) Private pilot. (2) Commercial pilot. (3) Flight instructor. (4) Flight examiner. 2. You are a commercial pilot with an airplane, single-engine land rating. Over a 60-day period you have made four flights as follows: a 30-minute flight as safety pilot with a private pilot under the hood; 30 minutes as copilot and sole manipulator of the controls of a twin- engine land airplane; 30 minutes as Sole occupant of a twin-engine seaplane; as copilot, and for 20 minutes the sole manipulator of the controls on a 1-hour flight in a single-engine land plane. For the 60-day period, you may log as Solo flight time. (1) 20 minutes. (2) 30 minutes. (3) 50 minutes. (4) 1 hour and 20 minutes. 3. You are a commercial pilot, and wish to make a night flight carrying passengers. You are not permitted to make such a flight unless within the preceding 90 days you have (1) made at least 5 take-offs and landings to a full stop at night. (2) made at least 3 take-offs and landings to a full stop and at least 2 touch-and-go landings. (3) made at least 5 take-offs and landings. (4) been checked out on night-flying operations by a properly qualified and certificated pilot. 4. You are a commercial pilot piloting an airplane carrying three passengers: Mr. Adams, who is the registered owner of the airplane; Mr. Baker, a CAA inspector; and Mr. Carter, an airline transport pilot. While you are in the air a violent storm comes up, and a dif- 765485°—48—2 (7) 8 ference of opinion arises concerning the most advisable procedure to follow. Final decision rests with (1) Mr. Carter. (2) Mr. Adams. (3) Mr. Baker. (4) You. 5. You are flying at night, off airways, at 2,000 feet, and observe a red position light of an airplane at your approximate altitude and in your immediate vicinity. If there is possibility of collision, Civil Air Regulations require (1) the other pilot to alter his course to the right. (2) the other pilot to alter his course to the left. (3) you to alter your course to the right. (4) you to alter your course to the left. 6. You are flying an airplane under VFR conditions, in a control area, at 1,000 feet, on a course of 045°, and observe another airplane on the same course, at the same altitude, traveling at a much slower speed. Civil Air Regulations provide that you shall (1) climb to a higher altitude and proceed into a “well clear” position with respect to the other airplane. (2) avoid the other airplane by altering your course to the right. (3) pass the overtaken airplane in a horizontal plane on either the right or left, with at least 500 feet of separation be- tween airplanes. (4) proceed on course, and the overtaken airplane shall give way to the right sufficiently to avoid hazard. 7. You are practicing “touch-and-go” landings with a training type airplane at an airport. As you prepare to enter the base leg at 500 feet, you observe a scheduled air-carrier airplane on the base leg at approximately 750 feet; a multi-engine transitional training plane on final approach at 800 feet; and an airplane much faster than yours to your right and ahead of you, also at 500 feet and apparently ready to enter the base leg. Right-of-way belongs to (1) you because you are at the lowest altitude and have closest proximity to the airport. (2) the airplane on your right because it is the fastest airplane at the lowest altitude. (3) the scheduled air-carrier. (4) the training plane on final approach. 8. You wish to test the spinning characteristics of an airplane. If you are operating off-airways and outside of control areas, the mini- mum flight visibility for your test ſlight must be (1) 1 mile. (2) 2 miles. (3) 3 miles. (4) such as, in your opinion, will not endanger persons or prop- erty. 9. You are flying an airplane outside of a control area on a cross- country flight at an altitude of more than 3,000 feet above the Sur- face. Your magnetic course is 155°. Flight visibility is 2% miles. Your altitude should be (1) odd thousands plus 500 feet. (2) even thousands plus 500 feet. (3) optional. (4) assigned to you by ATC. 10. If you are making a VFR flight in a control area, your mini- mum permissible proximity to clouds is (1) Such as may be authorized by ATC. (2) 700 feet vertically and 2,000 feet horizontally. (3) 500 feet vertically and 2,000 feet horizontally. (4) clear of clouds. 11. An airplane is operated for hire on a cross-country night flight. The minimum night-flying equipment required is (1) position lights. (2) position lights and one landing light. (3) position lights and two landing lights. (4) position lights, landing light, and flares. 12. A commercial pilot may not fly passengers for hire unless he has in his possession a Class II medical certificate issued within the past (1) 3 months. (2) 6 months. (3) 12 months. (4) 24 months. 13. While you are flying over a sparsely populated area your course crosses a highway on which there is a congestion of automobile traffic. The minimum altitude at which you may fly over this highway is (1) not specified in Civil Air Regulations. (2) 500 feet. (3) 1,000 feet. (4) sufficient to avoid hazard to the occupants of the automobiles. 14. An airplane privately owned and operated (not for hire) must be inspected by a designee of the Administrator within the preceding (1) 100 hours of flight time. (2) 6 months. (3) 12 months. (4) 24 months. 10 15. A series of alternating red and green flashes from a directed traffic control light means (1) clear the runway. (2) delay your take-off. (3) return to the hangar. (4) be alert for hazardous conditions. NAVIGATION The problems in this section are based upon the accompanying World Air Chart No. 360. Except where otherwise indicated, flights are made to and from airports (not towns). To help you locate airports, the latitude and longitude are given in the following way: 39°–105° (Lat. 39°, Long. 105°). For all the following navigation problems you are to assume, unless otherwise indicated, that the airplane has a cruising air speed (true) of 95 m. p. h. Fuel capacity is 27 gallons; fuel consumption is 6 gallons per hour. You will plan your flights so as to have a 1-hour reserve of fuel at all times. The deviation card on the airplane reads as follows: For--------------- N 15| 30 45 60 75 E 105 120 135|| 150 165 Steer------------- 356|| 09| 23| 37| 53| 69| 86|| 102 118 135|| 152| 168 For--------------- S 195| 210, 225 240 255 W 285| 300|| 315|| 330 345 Steer------------- 184| 201| 217, 233| 247| 261 274. 288 302; 315|| 328, 342 Use nearest value. Do not interpolate. 16. On a flight from Chanute (38°–95°) to Sedalia (39°–93°) with the wind from the northwest at 30 m. p. h. the magnetic course would be approximately (1) 031°. (2) 039°. (3) 049°. (4) 065°. (5) 072°. 17. On a flight from Larned (38°–99°) to Concordia (40°–98°) the compass heading was 012°. For a return trip with the same wind condition prevailing, the compass heading would be approximately (1) 230°. (2) 249°. (3) 222°. (4) 215°. (5) 255°. 18. A pilot plans to fly from Joplin (37°–94°) to Mankato (40°–98°). The wind is from the north, 25 m. p. h. The weather 11 at Mankato is expected to clear, but in case it does not, he intends to return to Joplin. (Note: He will not draw on his 1-hour fuel re- serve.) The farthest point along the course which he may reach be- fore turning back is (1) Emporia. (2) White City. (3) Council Grove. (4) the railroad joining Abilene and Junction City. (5) the railroad joining Gridley and Burlington. 19. In question No. 18 the time required to return to Joplin after reaching the turning point will be approximately (1) 1:05. (2) 1:15. (3) 1:25. (4) 1:35. (5) 1:45. 20. A pilot begins a flight from Iola (38°–95°) to Concordia (40°–98°). He is unable to get a wind report and assumes there is no wind. At the end of 1 hour of flight he locates himself over the town of Cottonwood Falls (38°–97°). He now knows that the wind is blowing from approximately (1) 030°. (2) 045°. (3) 090°. (4) 340°. (5) 350°. 21. For the flight planned in question No. 20, with an assumed no- wind condition, the pilot has estimated a time of arrival at Concordia. On account of the wind his actual time of arrival was approximately (1) 25 minutes later. (2) 25 minutes earlier. (3) 35 minutes later. (4) 35 minutes earlier. (5) 47 minutes later. 22. A pilot flies from Fayetteville (36°–94°) to Anthony (37°– 989). Without refueling he would like to continue to Fairbury (40°-97°). The wind throughout the entire trip is from 150° at 20 m. p. h. Without using his reserve fuel the farthest airport along his proposed course the pilot can reach is located near (1) Hutchinson. (2) McPherson. (3) Salina. (4) Concordia. (5) Fairbury. 12 23. A pilot begins a flight from Norton (40°–100°) to Nevada (38°–94°). He departs from Norton at 10:40 a. m. and passes over the town of Osborne at 11:20 a. m. At this established ground speed, the pilot is concerned whether he has sufficient fuel to reach Nevada. The fuel consumed for the entire trip will be approximately (1) 13 gallons. (2) 15 gallons. (3) 17 gallons. (4) 19 gallons. (5) 21 gallons. 24. On a flight from Miami (37°–95°) to Marion (38°–97°) a pilot determines the wind to be approximately from the South at 20 m. p. h. He therefore must use a wind correction angle (crab) of approxi- mately (1) 4°L. (2) 15°R. (3) 15°L. (4) 9°R. (5) 9°L. 25. On a flight from Kingfisher (36°–98°) to Miami (37°–95°) a pilot found that his wind correction angle (crab) was 12° right. For a return flight under the same wind conditions his compass heading would be approximately (1) 260°. (2) 234°. (3) 245°. (4) 218°. (5) 225°. 26. A pilot flying at 9,000 feet pressure altitude notes that his in- dicated air speed is 100 m. p. h. and the temperature is 59° F. His true air speed is approximately (1) 98 m. p. h. (2) 103 m. p. h. (3) 108 m. p. h. (4) 113 m. p. h. (5) 118 m. p. h. 27. An airplane is flying toward Blackwell (37°–97°) at an al- titude of 8,000 feet above sea level with a ground speed of 120 m. p. h. If the pilot wishes to descend at a rate of 400 feet per minute so as to arrive over the airport at 1,000 feet above the ground, maintaining a constant ground speed of 120 m. p. h., approximately how many min- utes before his estimated time of arrival over Blackwell should he start his descent? 3. (1) 20 minutes. (2) 18 minutes. 13 (3) 15 minutes. (4) 12 minutes. (5) 10 minutes. 28. Immediately upon beginning a flight from Ashland (37°– 100°) to Norton (40°–100°) the pilot decided to check the wind by the double-drift method. On a true heading of 315°he noted a drift of 10° left and on a true heading of 045° he noted a drift of 6° left. The wind velocity was approximately (1) 5 m. p. h. (2) 10 m. p. h. (3) 15 m. p. h. (4) 20 m. p. h. (5) 30 m. p. h. 29. A pilot leaves Shattuck (36°–100°) to fly to Topeka (39°– 96°). He knows that the weather may close in at Topeka and has therefore selected Chanute (38°–95°) as his alternate airport. The wind is from Southeast, 30 m. p. h. Approximately how many miles from Shattuck can he fly toward Topeka and still have fuel enough to reach Chanute if advised by radio that the weather at Topeka has closed in altogether? (Note: He will not draw on his 1-hour fuel reserve.) (1) 153 miles. (2) 162 miles. (3) 169 miles. (4) 178 miles. (5) 187 miles. 30. From the point of turning to the alternate airport (Chanute) in question No. 29, the compass heading would be approximately (1) 088°. (2) 098°. (3) 111°. (4) 120°. (5) 129°. METEOROLOGY (The questions in this section are based on the accompanying Daily Weather Map.) *} 31. At map time the icing level at Quebec (45°–70°) was ap- proximately (1) 2,000 feet above the surface. (2) 5,000 feet above the surface. (3) 8,000 feet above the surface. (4) 15,000 feet above the surface. 14 32. Of the stations listed below, the poorest visibility is indicated at (1) Raleigh (35°–80°). (2) Pueblo (40°–105°). (3) Tallahassee (30°–85°). (4) Nantucket (40°–70°). 33. At which of the following places would a pilot flying at 4,000 feet above the surface expect to find the greatest turbulence? (1) Augusta (35°–80°). (2) San Diego (35°–120°). (3) Sheridan (45°–105°). (4) Calgary (50°–115°). 34. At map time the meteorological condition existing at Calgary (50°–115°) is (1) intermittent light drizzle. (2) a ceiling of 3,000 feet. (3) a wind from the northwest. (4) light fog. 35. A pilot flies at map time from New Orleans, La. (altitude sea level), to Atlanta, Ga. (altitude 1,000 feet). Upon leaving New Orleans he sets his altimeter to the current altimeter setting and makes no change in the Setting during flight. Upon landing at Atlanta his altimeter will read approximately (1) 1,500 feet. (2) 1,000 feet. (3) Zero. (4) minus 1,000 feet. 36. Within the next 24 hours the front lying near Needles (35°– 1) disappear. 2) become a fully developed cold front. 3) become a fully developed warm front. 4) become a fully developed occluded front. 37. Within the next 24 hours the front lying through Burbank (35°–120°) is likely to (1) have no appreciable movement. (2) become a fully developed cold front. (3) disappear. (4) become a fully developed warm front. 38. The visibility at Cheyenne (40°–105°) is (1) 4 miles. (2) more than 10 miles. 15 (3) not reported. (4) moderate. 39. The wind velocity at Ely (40°–115°) is approximately (1) 35 m. p. h. (2) 28 m. p. h. (3) 20 m. p. h. (4) 15 m. p. h. 40. The type of low clouds appearing at Ft. Worth, Tex. (30°– 100°) is (1) altocumulus. (2) Stratocumulus. (3) cirrocumulus. (4) cumulonimbus. 41. The symbol for the present state of weather at Kansas City (40°–95°) indicates (1) low fog. (2) haze. (3) duststorm or sandstorm. (4) visibility reduced by smoke. 42. At 1:30 p.m. the front lying over Hatteras (35°–75°) will probably be over (1) Norfolk. (2) Snow Hill. (3) New York. (4) Nantucket. 43. At 1:30 p. m. yesterday the wind velocity was least at (1) Roswell (30°–105°). (2) San Antonio (30°–100°). (3) Minot (50°–100°). (4) Travers City (45°–85°). 44. The ceiling indicated at Chicago, Ill. (40°-90°), is (1) 600 feet. (2) 6,000 feet. (3) 7,000 feet. (4) 8,000 feet. 45. M15605TA— 135/37/35t25+/993. The above teletype symbol weather report indicates a ceiling of (1) 500 feet. (2) 1,500 feet. (3) 2,500 feet. (4) 3,500 feet. 16 AIRPLANES AND ENGINES 46. The performance of an airplane is greatly affected by the wing loading. This is a value which is the (1) ratio of the wing area to the horsepower. (2) total load the wing will carry. (3) gross weight of the airplane divided by the wing area. (4) gross weight divided by the span. 47. An airplane is capable of climbing faster in straight flight than it is in a climbing turn because in straight flight the (1) vertical lift component is greater. (2) relative air speed is greater. (3) angle of attack is less. (4) center of pressure is nearer the trailing edge of the wing. 48. Under gusty conditions the safest type of landing for light planes is a (1) power-off full stall landing. (2) power-on full stall landing. (3) wheel landing. (4) cross-wind landing. 49. If a thin coating of frost or light snow has formed on the wings of an airplane, a take-off should not be attempted until the coat- ing has been removed because (1) the coating will disturb the airflow over the wings and destroy some of their lifting capacity. (2) the added weight overloads the airplane. (3) the covering is cold and brittle. (4) the cold has contracted the covering of the wings, thus changing the airfoil Section. 50. When approaching for a landing, a controllable propeller should be set in the “high r. p. m.” range to (1) keep the engine running at slow speed. (2) reduce the length of run after landing. (3) provide a shallower gliding angle. (4) provide maximum thrust if it becomes necessary to go around again. 51. It has been learned by experience that almost all aircraft, when loaded so as to exceed the rearmost C. G. limit, tend to develop (1) excessive glide speeds. (2) nose-over tendencies. (3) abnormal spin characteristics. (4) sluggish aileron control. 17 52. The stalling speed of an airplane, when flying up-wind as com- pared with flying down-wind, (1) would differ by an amount equal to the velocity of the wind. (2) is the same. (3) is less when flying down-wind. (4) is less when flying up-wind. 53. The maximum allowable air speed with flaps extended is lower than cruising speed because (1) flaps are not designed to withstand the loads which would be created at high speeds. (2) the flaps will retract automatically at higher speeds. (3) flaps are used only when preparing to land. (4) the use of flaps makes the controls more effective at low speed. 54. An airplane which stalls at a true air speed of 40 m. p. h. will stall in a 60° banked turn at a true air speed of approximately (1) 40 m. p. h. (2) 45 m. p. h. (3) 55 m. p. h. (4) 65 m. p. h. 55. A pilot who has been flying a plane with a sea-level engine with fixed propeller from an airport at Boston, Mass. (altitude 12 feet), makes a flight to Casper, Wyo. (altitude 5,346 feet). The take-off run for his airplane at Boston was 500 feet. It is probable that under similar conditions of temperature the take-off run at Casper will be about (1) 500 feet. (2) 750 feet. (3) 1,000 feet. (4) 1,250 feet. 56. In which of the following air temperature ranges is carburetor icing unlikely to occur ! (1) 0° F. to 20° F. (2) 20° F. to 32° F. (3) 32°F. to 40° F. (4) 40° F. to 70° F. 57. Overheating of an engine may be caused by (1) worn connecting rod bearing. (2) a shorted condenser. (3) operation with too rich a mixture. (4) operation with too lean a mixture. 58. Blue smoke from the engine exhaust would probably indicate (1) a rich mixture. (2) worn or stuck piston rings. (3) a lean mixture. (4) a stuck exhaust valve. 18 59. The use of gasoline with a lower octane rating than specified for a particular engine may cause (1) the spark plugs to foul. (2) detonation. (3) too low an engine Operating temperature. (4) excessive vibration due to the slower burning fuel. 60. If, during a flight at normal cruising speed, one magneto of a “dual ignition” system failed completely, it would normally cause (1) a loss of approximately 75 r. p. m. (2) the engine to overheat. (3) excessive vibration of the engine. (4) considerable additional load to be placed on the other magnetO. *. ANSWERS TO SAMPLE EXAMINATION QUESTIONS CAR Navigation Meteorology Airplanes and engines 1. 1 16. 3 31. 3 46. 3 2. 3 17. 1 32. 4 47. 1 3. 1 18. 3 33. 2 48. 3 4. 4 19. 3 34. 4 49. 1 5. 3 20. 5 35. 2 50. 4 6. 2 21. 5 36. 2 51. 3 7. 4 22. 3 37. 3 52. 2 8. 3 23. 4 38. 3 53. 1 9. 1 24. 5 39. 2 54. 3 10. 3 25. 2 40. 4 55. 3 11. 4 26. 5 41. 4 56. 1 12. 3 27. 3 42. 2 57. 4 13. 2 28. 4 43. 2 58. 2 14. 3 29. 4 44. 1 59. 2 15. 4 30, 2 45. 2 60. 1 O fo R E E A R E D B Nº. A V | A T | O N INFORMATION ºos rºº +/ º 1901 W.E. - --~~ 15" ---> ---> - --~~ --- -O- --> -O- --- --- --- º-15-47 DESCRIPTION OF DAILY WEATHER MAP U. S. DEPARTMENT OF COMMERCE The notes given below describe briefly some of the features W. AVE RELL HARRIMAN, Secretary of the adjacent weather map. A more complete explanation 1014 1917. WEATHER BURE AU (including all symbols and tables) is printed on the reverse side F. W. REICHELDERFER, Chief Aozo of the Daily Weather Map several times each month. AILY WEATHER MAP 10 G º: - Observations of the weather are taken at least four times daily at hundreds of stations throughout North America. The obser- FREEZIN L-> P\ 1029 2. \sº HI&M C vations taken at 1:30 a.m. E.S.T. at approximately 200 selected stations are inscribed on the adjacent weather map. - Meteorological data-ordinarily entered at each of these stations include direction and speed of the wind, present and past weather, amount of precipitation, temperature and dewpoint, visibility, clouds, barometric tendency in the past 3 hours, and barometric pressure. The figures and symbols drawn for these data always occupy the same relative positions around the sta- tion circle, as shown on the "Station Model" below. Heavy lines, called "Fronts", separate air masses of different characteristics. Important changes in weather often occur with - the passage of a front. The half-circle and triangular points º sº Ts 1020 - * >e Medic º -> n- 1023 -º- --- placed on the "Fronts" indicate the classification of the front (warm, cold, occluded, or stationary). The side of the line on which these symbols are placed indicates the direction in which the front is moving. The words "HIGH" and "LOW" indicate centers of high and low barometric pressure. Large masses of air are classified into several different types to indicate their origin and basic charac- teristics. These masses are represented on the map by letter labels, such as mTw, cºlº, mP, S, etc. Light continuous lines, called isobars, pass through points of equal sea-level pressure. Dashed lines, called isotherms, pass through points where the current temperature is 32°F or 0°F. Areas where precipitation is falling at 1:30 a.m. E. S. T. are covered with black-dot shading. When precipitation has oc- Dulu a gº \ --> --> as ºn A 4-c = --> arck ots les City -> ss, a woe -\ *º-º 49 curred between 7:30 p.m. and 1:30 a.m., the 6-hourly amount is shown in hundredths of an inch. The letter "T" is used to indi- cate a "trace" of precipitation (i.e., 0.005 inch or less). -1 - - - - The amount of cloudiness at each station is indicated by the ºs --" " - * * symbol drawn within the station circle. When precipitation is - - º alling, or when unusual conditions are observed, the symbol to the left of the circle indicates the type of weather, such as º drizzle - rain, ºx-snow, I, thunderstorms, etc. - The paths followed by the individual disturbances are called storm tracks, and are shown as - - - - - The symbolsº indicate past positions of the storm center at 6-hour intervals. Note: several times a week special charts are printed on the reverse side of this map in place of the usual "Explanation of Weather Map". To subscribe to this publication address application, with *Sº an `` ºr ***M º ºxº º -- eº- ^ - ºw --> 5 c. 2. - sinux Cit -º-, e. |- - º --- 3,4- +--- - º Valentine 4- was Mºº - - a-52 ºt N ºn-Tº {\ºvº Omah ea C aſ LG-A. 2-oc. B Cºyº – T. +c/º * wº- ºld º, plane - --Tºe- sº - -- ve w --> --> ºriº º - - - |- - Goodland -- Tº assº \º e-cº E. +8. º ºn 3 \ vºte -- "... 2éº + c, S. º +-o eº - º sº. -- 7- s - ** Vº P. O. money order or check, payable to Treasurer of the United States, and mail to the Superintendent of Documents, Govern- ment Printing Office, Washington 25, D. C. Price daily in- ---- cluding Sundays and holidays, 30 cents a month, 53.60 a year. Wind force º STATION MODEL Type of middle Beaufort Scale (19 cloud (Autostratus) to 24 miles per hour) | Direction of mid- - - alsº ºne º --- - - º northwest.) ºm ---------- in- º- eº 7 | Dodge C. ea ºº + +/- lo * + c, 35 5- 58. +o sº º - 59 - - Oklahoma City º * as lºº --> º: /- *5. +--- / ºne ſº. al- \ | --~ ſ ºrmwº - - wº - -*. º in 9 or 10 omitted / (1024.7 millibans) PPP amount of baro- º metric change in past 3 hours. (In pºp tenths of millibars) - (Blowing from the northwest) on Temperature in degrees Fahrenheit Amount of sky covered by cloud- (Completely cov- N - ened Visibility Barometric tend. - - ency in past 3 hours. º (Rising unsteadily.) Winslow --- Albu Amarillo Wºº, (34. –- | se, ºvºs . as = a + s^ LOW º º 1011 * v- Plus or minus sign showing whether pressure is higher or lower than 3 hours -- miles) Present state of weather (Contin- uous light snow * lakes) Dewpoint in de ºr- Fºrenheit gº - c-A- -- --~~ - º * sº e-R º - - - --~~ - º R - " T loud. - º Rºſº Rººs he cloud-not including \ hours (main.) Height of ceiling tº ragments (Nine- Amount of precipi. (500 feet) enth-coverage) lation in last 6 hours. s-ºld ºn model with complete explanation sº- | Time precipitation began or ended. (B- ºn-to-hours ago) Roswell Go, Yu ve -*c. + -/- +of ºul-G-- --> - Woº- | win. -º-, --- vo º, -> - Anilunº * sº + - X º - --> - Presidia - º - - San Anton º \os Jº- Del ºn T3 – 149 º ºnly ſun "ºve / H º- + º- ſº - + º- cº - º - N wº- --- l --- – wº . - sº º ** 6 º' vº () --~~ sº | FORECASTS AND GENERAL WEATHER INFORMATION UNITED STATES WEATHER BUREAU, WASHINGTON, D. C. 1:30 a. m., E. S. T., WEDNESDAY, OCTOBER 8, 1947 --- soº low- MT To. º - - "22 /- º --- * v-, Monclava º º -º-º: ©yº- *\ -- \º- º - - - - - - - - few showers in central portion to-day: mostly cloudy, cooler in the District of Columbia, cloudy and mild with occasional light ºf Fºº y cloudy, rain to-day and to-night; highest temperature about 70° and lowest º:...” night and Thursday; occasional rain likely on the coast to-night near 65°; Thursday cloudy with showers and a little warmer; moderate northerly winds to-day. Western New York, considerable cloudiness with scattered Maryland and Virginia, cloudy and mild with showers on showers, cooler this afternoon; partly cloudy and cooler to night Esmeralda | STATE FORECASTS Eastern New York, partly cloudy, cooler in north portion, a the coast and occasional rain in the interior to-day and to-night; and Thursday. | Thursday mostly cloudy and a little warmer with showers. Eastern Pennsylvania and New Jersey, increasing cloudi- - - - - ness and mild to-day; cloudy to-night and Thursday, with occasional º and mild with occasional rain to-day, to- ºn Thursday; little change in temperature to-night and Thursday. Western Pennsylvania, increasing cloudiness, followed by scattered showers, and cooler in extreme north portion this after- noon; mostly cloudy and cooler, to-night and Thursday. | west virginia, mostly cloudy with occasional brief rain w. day; cloudy to-night and Thursday, with occasional light rain. --- 1- | * \ ºss HIGHEST AND LOWEST TEMPERATURES YESTERDAY - º Tºss # * is sº- nº - - º - -- º º ºut. - --- --- * - - - - º - - - - - - º º - - - |- v - - | _ - - - º -- º - und. --- - --- --- - - - - - - --- - - - - - - - - - - - º, Yº- º º º - ºn- --- |'' ſº ºl- - - - - - - - . y \º º WEATHER MAP FOR lºgo P. M. YESTERDAY ſº ITATION AREAS AND AMOUNTS YESTERDAY - - - º ---. - º º - +s **. …, a 35 º º º |-- - - - º º Pe. - -º- . - - º - --- --- * º as º - - º ** +1 º | º º - - º º º - - - 4, - * {3. *** ** -- ºld tº - ºn- -- ~~ º -- --- * ºnal - - - - º -- - - . - º - - --- - - |- -- | - - --- * º º ºn. º - - ºw - º º - º - - º - - -- - - -- º --- - º - - - - - - - - º' - Y - - - --- º - - -- - - º- ºn- º - º | - - º - - - º- . - º- -- - --- - - º -º º tº * Lºº. L- wº - º º - - - - | - sº - --- -- º --- - - ºn. ºn - - º - - | - --- … - - --- º º sº " " - - º - - * ºnly - -* - - - - -- - - º -- | | || - - - - wº º ºn-mun * | | - - - ul- - - - - ºn- - -- ºn- - * -- | -- |- - un- º º º º - 53 88 tº # " Dot shading covers areas where the tem-lº perature at 1:30 a.m. today is at least 10 de- º grees higher or lower than the temperature º º º at 1:30 a. m. yesterday. Top figure is the max- - º imum temperature in the 24-hour period end- ºee - ing at 1:30 a.m. today. Bottom figure is the º - - minimum temperature in the 24-hour period ending at 1:30 p.m. yesterday. ºn- - - - ºn- - |- --- ºn yº" " ' ". . . . " " "-" -- - º * - - ºn - - º Dot shading on this small precipitation º ºn -nun - * map covers areas where precipitation has \, * / ºn. - - - occurred during the 24-hour period ending "º. " - - º - at 1:30 a.m. today. The figures show the - nº º - amount of precipitation (in hundredths of an - - inch) that has occurred at each station in the Nº. - 24-hour period. The letter "Tº indicates a º --- - - - - --- º N. - I - - ºn- --- - hows the frontal and isobaric pattern that existed 12 hours pre- vious to the time of the large weather map - shown above. The areas where precipitation was falling at 1:30 p.m. westerday are cover- º ed with black dot shading. A comparison " of the two maps will reveal how the weather º \ pattern has changed in the past 12-hours. - - - - - - trace of precipitation. - - | mºtiºn º mº GENERAL LILRA - ----- - - º º i - ------- - - - -- --- --- - - - - - - - - - - - - - -o-º: UNIVERSITY OF MICHICAN - - - - - --- - - - - - - - - - - - - - - - - - - - - --- --- --- --- --- --- --- --- --- º - --- - - - --- --- --- -- --- | --- Tºsſ-D BY Tre ºf ATES OF AMERICA * 15-6 EXPLANATION OF WEATHER MAP Reports at 1:30 a.m., E.S.T., for selected stations, are inscribed on the large weather map printed on he reverse side of this sheet Windº. tion and º resent weather, past weather, amount of precipitation, temperature and dewpoint, visibility, amount and kind of clouds, baro- metric pressure, barometric tendency, and other meteorological data are entered for each station. Heavy lines, called fronts, separate air masses of different character- istics. ords "HIGH" and "LOW" indicate centers of high and low barometric pressure. Labels (MT*, *, etc.) identify particular types of air masses. Fronts and air masses are described in the column to the right. Light continuous lines, called isobars, are drawn through points of equal sea-level pressure. Dººed lines, labeled "FREEZING", and dot- dash lines, labeled "ZERO", both called isotherms, are drawn through points where the current temperature is 32°F or 0°F, respectively. These isotherms separate areas in which temperatures are above and below 32°F or Oº. Black dotshading shows areas where precipitation is falling at 1:30 a.m. Figures and symbols for meteorological data always occupy approxi- mately the same relative positions around the station circle as shown on the Station Model in box numbered 1 below. The shaft of the arrow denoting wind direction extends from the station circle toward the direction from which the wind blows. Feathers ºn the shaft show force of wind on the Beaufort Scale. Each full feather repre- sents two units of force and each half feather represents one unit of force. For example, wind from the east at 6 miles an hour would be drawn ºn and would be described as east, force 2; sº is west-southwest, force 5. See table numbered 2 below for Beaufort values. A cloudiness symbolis drawn in the station circle to indicate amount of sky obscured by clouds. Table numbered 3 below shows the cloudi- ness symbols. A symbol is drawn directly to the left of the station circle to represent the current weather when it is one of the 103 states of weather explained on chart numbered 6 below. The symbol outside the º is omitted when the cloudiness symbol in the station circle adequately de- scribes current weather. | When one of the following kinds of weather has been experienced during the 6 hours preceding the observation, the symbol shown is entered as past weather in the lower right portion of the station model: Fog - . Drizzle 9 Rain • Snow or sleet ºf Showers V: Thunderstorms ſº Figures are used to denote the approximate length of time before ob- servation when precipitation began or ended. Unless it is raining at time of observation, or has rained in the previous hour, the figure entered for symbol R, represents time precipitation ended. Time intervals for the figures used are as follows: 1 – less than an hour ago, 2–1 to 2 hours ago, 3–2 to 3 hours ago, 4–3 to 4 hours ago, 5–4 to 5 hours ago, 6–5 to 6 hours ago, 7–6 to 12 hours ago, 8-more than 12 hours ago; º When precipitation has occurred in the last 6 hours the amount is shown in hundredths of an inch, e. g., 18–0.18 inch. The letter "T" is used to indicate a trace of precipitation, an amount too small to measure (0.005 inch or less). * are entered for symbol V V giving visibility in miles and tenths. Figures are entered for symbol he he giving height of ceiling to nearest hundred feet. A code figure from table 3 is entered for Nº to give the amount of sky covered by lower clouds not including fragments. - - Atmospheric pressure reduced to sea level is shown in "tens", "units", and "tenths" of millibars, the initial 9 or 10 being omitted, e. g., 243– 1024.3 millibars. The net amount of barometric change in the preceding 3 hours is shown in tenths of millibars, preceded by a plus or minus sign, as appropriate. The barometric tendency in the preceding 3 hours is indicated by one of the symbols given in table numbered 4. Symbols 0 to 4 are used for a barometer higher than, or the same as, 3 hours ago, symbols 5 to 9 are used for a barometer lower than 3 hours ago. No symbol for barometric tendency is entered when the barometer is steady, rising steadily, or fall- ing steadily. The paths followed by individual disturbances are called storm tracks and are shown as -- a-- The symbols indicate past positions of the low pressure center at 6-hour intervals. A squall line is a continu- ous line of thunderstorms or squalls usually accompanied by shifting winds and heavy showers, and is indicated as -º- when it occurs. FRONTS AND AIR MASSES The boundary between two different air masses is called a front. Im- portant changes in weather often occur with the passage of a front. Half circle and/or triangular symbols are placed on the lines representing fronts to indicate the classification of the front. The side on which the symbols are placed indicates the direction of movement. The boundary of rela- tively cold air of polar origin advancing into an area occupied by warmer air, usually of tropical origin, is called a cold front. The boundary of rela- tively warm air advancing into an area occupied by colder air is called a warm front. The line along which a cold front has overtaken a warm front is called an occluded front. A boundary between two air masses, which shows little tendency at the time of observation to advance into either the warm or the cold areas, is called a stationary front. Air mass boundaries are knºwn as surface frong when they intersect the ground, and as upper airfronts when they do not. Surface fronts are drawn in solid black, fronts aloft are drawn in outline only. Front symbols, with arrows to show their direction of movement, are given below: __ Warm front (surface) 2, al- Warm front (aloft) _al, a Cold front (surface) a ala a Cold front (aloft) * -lº - occluded front (surface) -º-y- Stationary front surface) A front which is disappearing or decreasing in intensity is labeled "FRONTOLYSIS". Afront which is forming or increasing in intensity is labeled "FRONTO- GENESIS". Masses of air are classified to indicate their origin and basic charac- teristics. For example, the letter P (Polar) denotes relatively cold air from northerly regions, and the letter T (Tropical) denotes relatively warm air from southerly regions. Letters placed before P and T indicate maritime air is relatively dry. Letters placed after P and T show that the air mass is colder (k) or warmer (w) than the surface over which it is moving. A plus sign (+) between two air-mass symbols indicates mixed air masses, and an arrow (-)-between two symbols indicates a transitional air mass changing from one type to another. Two air mass symbols, one above the other and separated by a line, indicate one air mass aloft and another at lower levels. Air mass symbols are formed from the following letters: m–Maritime, c-Continental; A = Arctic, Pepolar; T = Tropical, E- Equatorial; S-Superior (a warm, dry air mass having its origin aloft), ke º: and w wºme than the surface over which the air mass is moving. PRECIPITATION MAP The precipitation map contains 168 United States stations. When pre- cipitation has occurred at any of these stations in the 24-hour period end- ing at 1:30 a.m., E. S. T., figures denoting the total amounts, in hundredths of an inch, are entered at the station circle. When the figures for total pre- cipitation have been compiled from incomplete data the figure on the map will be underlined. The geographical areas where precipitation has fallen during the 24 hours ending at 1:30 a.m., E. S. T., are covered by black dot shading. TEMPERATURE MAP The temperature map contains 168 United States stations. The figures entered above the station circles denote maximum temperatures reported from these stations during the 24 hours ending 1:30 a. m., E. S. T., the figures entered below the station circles denote minimum temperatures during the 24 hours ending at 1:30 p.m., E. S. T., of the previous day. Light gray shading, labeled "HIGHER" or “Low ER” indicate the areas where current temperatures recorded at 1:30 a. m., E. S. T., are at least 10° higher or lower than 24 hours ago. INQUIRIES Inquiries regarding this map should be addressed to Chief, U. S. Weather Bureau, Washington 25, D. C. (m) or continental (c). Maritime air is relatively moist, and continental CHARACTERISTIC IN PAST 3 HOURS O Rising, then falling. Rising, then steady, or rising, then rising more slowly. Rising unsteadily, or unsteady. Barometer now higher than, or the same as, 3 hours ago. Rising steadily, or steady. (Symbol not entered on map.) - Falling or steady, then rising, or rising, then rising more quickly. Falling, then rising. Falling, then steady, or falling, then falling more slowly. Falling unsteadily, or unsteady. | Barometer now lower than 3 hours ago. Falling steadily. (Symbol not entered on map.) Steady or rising, then iºning, or falling, then falling more quickly. (2) º *** * * * STATION MODEL symbol showing type of BEAUFORT SCALE OF VALUES FOR N SYMBOLS wind in Beaufort Scale (19 middle cloud." (-o- to 24 miles per hour- Arrow showing direction stratus.) WIND FORCE AND N. FIGURES º haº anow. - º º º: * (From Figures showing Maronet. - --------------- ----------- - ric pressure at - lºvel. - - M - -tion of wind. º Initial - or -º º "nun- : SYMBOL MILES PER HOUR N. Nº. AMOUNT OF SKY COVERED from the northwest.) dreds" of millibº, and = BY CLOUDS D decimal point, omitted. Figure--howing tempera- Do pºp (1024.7 millibars.) ure in degrees Fahrenheit * Figures showing net O Calm. O O No cloud-. (Figure ºnotentered amount of barometri-change on map.) Symbol showing amount - in past 3 hour- us -nº- l O- 1 to c. . º ". - º º of milliburº) Q) 1 Leº than one-tenth. - - (Completely covered.) N. º º º Symbol showing lºronet- 2. O- - to 7. - - º no tend - - ºn º lºº" || || o- ºr a (D || 2 | one-tenth. in miles and tenths (1.5 ºv -º-º-º: 28 ºr º º n - - ºil- - - -- or ------------- º 5 6-4. ing whether pressure is 4. O- 13 to 18. O - Two- to three-tentha. Symbol showing present - .." or low-ºn-ºnour- 5. 19 to 24. - state of weather- (Contin - - O º Four to six-tenths. uous light snow in flakes.) Code figure showing time T- - precipitation began or º O-N 25 to 31. - 'º's ended-- (Begiºn 3 to 4 5 º to eight-tenth Figures showing dewpoint º - º 7. º -- to -nt-tº-ºn- in degrees Fahrenheit. Nº. hours ago.) C N 32 to 38. ºt. ". Past weather during 5 | -- Symbol showing type of hours preceding observa- º O-N 39 to 45. º 5 Nin-tentha. lowcloud-ºraciocumulus.) - tion.” (Rain.) - he he code figure showing Figures showing amount º Cºw 47 to 54. º 7 More than nine-tenths, but with Figure--howing height of -ount of lower clouds not of precipitation in last 5 opening- ceiling to hundreds of feet- including fragments.” hour-- (In hundredths of 10 O-N 55 to 53. (500 feet.) Nine-tentha coverage.) an inch- º Ten-tenths, or completely 11 Cºw 54 to 75. covered. *Special Note on Station Model: Element-marked with an asterisk are omitted when data are not observed or not recorded. The letter "M" is used for "missing" data. The code letter 12 Ov Above 75. º 9 Sky obscured. symbols for each weather element are also shown above. (3) BAROMETRIC. TENDENCIES EXPLANATION OF CLOUD SYMBOLS Low CLOUDS MIDDLE CLOUDS HIGH CLOUDS Cirrus, delicate, not increau- _ ing, scatt-rºd and isolated ------- Cumulus of fine weather. - Typical altostratus, thin. Cirru-, -lºcate, not inºr- Ding, abundant, but not form- in-continuou-l-y- Cumulus heavy and awell- Typical alto-tº-tus, thick (or ing, without ºnvil top. … nimbo-tratus). Altocumulus, or high-trato- cumulu-, -h-t-t-on-1-v-1 only. Cumulonimbue. Cirru-o- ºnvil cloud-, P usually dºn- Altocumulu- in amall lºo- lated patches, individual cloud -it-how -in- evaporation and are lentic- ular in shape. Cirrus, increasing, generally in the form of hook-ending in a point or in --li tuft. Stratocumulu-or-d by the lattening of cumulus cloud-. Altocumulus arranged in mor-o-º-º-º-rall-band- or an ordered layer advanc- ing over the -ky. Cirrus (often in polar band- or citro-tratue -d------ over the -lºv, but not nor- than 45° abov-ºn-horizon. Lay-of -ºr-tu- or air-to- ---. - Cirrus (often in pol-band- or citro-tº-tu- advancing over the -kº and more than 45°-bow-th-horizon. Altocumulus formed by a spreading out of the top of cumulu- Low broken up cloud-of bad weather. altocumulu-aa-ociated with alto-tratus, or alto-tratu- with a partially altocumulu- -------- Cu-ul- or in- ------ Veil of cirroºt-ºu-covering --to-unulu- th-who---y Heavy or -w-lling cumulus, or cumulonimbus, and --to-ul-ulu- Cirroºt-ºu-no-in-in- º not covering the whole --- Altocumulua -tallatua, or --tº-d cumulito- ºut. Altocumulus in aheate at different levels, generally -ociated with thic-librous ---of cloud and - cº-o-º- appearance of uky. Heavy or swelling cumulus or cumulonimbue) and low ragged cloud - of bad ---. Citrocumulu- predominat- inº, -ociated with --ºn- quantity of cirru- ) | EXPLANATION OF PRESENT WEATHER SYMBOLS Low fog, whether on ground or at -e-. Haze, but visibility º miles (1,100 yards, or more. Dust devils seen. Distant lightning. Light fog visibility º miles (1,100 yards) or more. Fog at a distance, but not at station. Rain within sight. Snow within sight. Thunder, without precipitation at station. Duststorm within sight, but not at station. Ugly, threatening sky. Squally weather. Heavy squalls in last three hours. Waterspouts seen in last three hour- Visibility reduced by smoke. Blowing dust, but visibility º miles (1,100 yards) or ----- Signs of tropical storm (hurricane). Rain in last hour, but not at time of observation. Snow in last hour, but not at time of observation. Drizzle in last hour, but not at time of observation. Continuous or intermittent rain in last hour, but not at time of observation. Continuous or intermittent anow in last hour, but not at time of observation. Continuous or intermittent rain and snow, mixed, in last hour, but not at time of observation. Rain showers in last hour, but not at time of observation. Snow showers in last hour, but not at time of observation. Hail (or rain and hail) showers in last hour, but not at time of observation. Light or moderate thunderstorm, with precipitation in last hour, but no precipitation at time of observation. Heavy thunderstorm, with precipitation in last hour, but no precipitation at time of observation. Duetstorm or sandstorm. Duetstorm or sandstorm. has decreased. Duetstorm or sandstorm, no appreciable change. Duststorm or sandstorm, has increased. Line of dustatorms. Storm of drifting enow. + - Light or moderate storm of drifting snow, generally low. Heavy storm of drifting enow, generally low. Light or moderate storm of drifting snow, generally high. Heavy storm of drifting snow, generally high. Fog visibility less than 5% ºne. (1,100 yards). Moderate fog in last hour, but not * º observation. Heavy fog in last hour, but not at time of observation. Fog, sky discernible, has become thinner during last hour. Fog, sky not discernible, has become thinner during last hour. - Fog, sky discernible, no appreciable change during last hour. Fog, sky not discernible, no appreciable change during last hour. Fog, sky discernible, has begun or become thicker dur- ing last hour. Fog, sky not discernible, has begun or become thicker during last hour. Fog in patches. Drizzle (precipitation consisting of numerous ºn-l drops.) Intermittent light drizzle. Continuous light drizzle. Intermittent moderate drizzle. Continuous moderate drizzle. Intermittent heavy drizzle. Continuous heavy drizzle. Drizzle and fog. Light or moderate drizzle and rain. Heavy drizzle and light rain. Rain. Intermittent light rain. Continuous light rain. Intermittent moderate rain. Continuous moderate rain. Intermittent heavy rain. Continuous heavy rain. Rain and fog. Light or moderate rain and snow, mixed. Heavy rain and snow, mixed. Snow. - Intermittent light -now in flake- * * continuous light snow in flakes. - - Intermittent moderate anow in late- ºº:º..". R - Continuous moderate anow in lakes. Intermittent heavy snow in flakes. Continuous heavy snow in lake- Snow and fog. Snow grain- ºl- Ice crystal- shower of rain. shower-of -no- showers of light or moderate rain. Show-r- or º ---. Show-r- of light or moderate -now. Show-r- of heavy snow. Show-r- of light or moderate rain and snow Show-r- of heavy rain and anow. Show-r- of anow pellet- Sho-º- of light or moderate hail, or rain and hail. Sho-º-o-º-y hail, or rain and hail. Thunder-torm, with precipitation falling at time of ob-tion. Rain and thunder in last hour, but only rain at time of observation. Precipitation and thunder during last hour, but only -no- (or rain and anow mixed) at time of observation. Light thunderstorm, without hail, but with rain at time of ob-e-tion. Light thunderstorm, without haul, but with snow at time of ob-rvation. Lightthunderstorm, with small hail, at time of observation- Moderate thunderstorm, without hail, but with rain a time of ob-wation. Moderate thunderstorm, without hail, but with snow at time of observation. Moderate thunderstorm, with small hail, at time of ob-wation. Heavy thunderatorm, without hail, but with rain at time of observation. Heavy thunderstorm, without hail, but with anow at time of ob-lion. Thunderstorm, combined with duetstorm, at time of ob-ticºn. Heavy thunder-torm, with hail, at time of observation. º Lambert Conformal Conic Projection 60) CA45 (360) KANSAS RI V ER N3600-W9300/400x700 A. E | R NA | | Standard Parallels 33° and 45° Scale 1:1,000,000 3 | - - - - - º- |- - 240 3. 220 210 200 150 ſº 150 150 150 º Fº -15 110 º * sº = º 50 ; * 20 # -º-º-º-º: 400 statute 390 Miles 380 370 360 350 340 330 320 310 300 290 280 270 260 250 230 7°E ul- lies - - - *E 8°E - - - - 99° 11"E 98’ (Joins 307) 10"E 97° 95° 9 - - 94.” (Joins 307) 93°ſ - (Joins 307) 100 9. - T- 1s A RBLRY º º, U 7 - - H-w-TT's TU Nelson - +"3359 *e an 1-15 º, |n \ . - C *\ - § stan ar Rºllº RAD10 -12 Wilsonville - rleans \ | . e ºr A ſº Hºbron | Jans - ºnboldt - - - waſ. º R -1. º - Gait 391. Kº- - - Cr ºf Beave city - \ | HE ERO Fairbu --- ºve º NN - Vº / --- Beauer - - Republica - - Franklin Red Cloud Lester shler --- RT Wymore \\ Pawnee City - º - & ound cit |- 7. | |Rºw lº-E. 3 --> - º - - -- | t / —L. La Plat - - Danbury R n º - Cemetery indicott |-- - º 5 . - | atton- rent * 7 × 40° 40° - Li Li. Ll en an- -T apier . King City - Mºtºrºll ill will ulºu - - * * †"++***** BRASKA "superiºr chester | Odell |- Falls - --- *}T tº I - - # * - - - - - - I --L-L-L-L- - | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | -- - - | Buildin KANSAS 40 - - - - - - |- so ºs - - º - I ºmmerºº - T - T - Oregon - . lº - Jamespon - | - Elºne -- º - --- - | Mahaska º!!!". - Tº Bern | . º º | º - -- - - - º - Gallat - - º - - --~. - - h weatherby -- - 3. -NORTON - __º º -- º west - . | º s - 3, . - º ----- | Tºoo- beth - \ - º - º ſ -- º - - - - º - - ºn- - \ - - º -º. -- -Prairie View | - | anover Cemetery - " H. º - | º - | *... : º NG - - Belleville Seneca - º - º Chilicoth cºd- Lucki New Ambrº - º Lebanon Marysvil Baileyville Fairview . ROSE RAN's - _ººl 3. E Kensington w --- Washingtº º LºLºs L RT Brecken º, ºne ELINE . - - Smith Center MAN KATO t ELLE VILLE º M. º -- ºn illipsburg - * 1790 __ Courtland & | - - - - RT ardeline | . * * - | - º Greenleaf \* | ºr Osboºººººººº. milton º | ſº ogan º Irwin - - - N | R - | - - Q Linn u- * rankfort Hor º: -- sumner º 3| º * Fork solo” - - º Cornin Sºlº - - Nort º lm. º - º - - - . º º -- - ames - -- - - º ºn º -º - Portis own - Whiting Atchison - º P shut . *... º & \ º -- - 0. - | Concordiaº RT Clifton - Yºº º - | ºl. Race track sº - | M.O.R. Tº BLO-55 -- | º 3. - - jº - Lathrop º - Fº ton --~. 1-1- Lalalna *-º-º-fixiºn | W º º s º 28. Stockto ſ Beloit On - º º ºns -- - º runswick. isbury Huntsville -- WOOD Randolph Holton --L-- - *---- º 125. La - - 1.--- º - - - -- - *- - */ + 2- --- RT Hoxie Hill City º + T | Tº - º - * †. ay Cent º | ſº – º H. Carrollton º C. Higbee all - - - - - - - -- OU | º - - - Glasco Mºonvalº, ſº eonardville & | Alley fºllº- ºf . - - { - | Richmºnd *** Lººsºº". Nº. º | ` * DAN-ER A-B-A | º . lº" º º Manºn. RADIO - A tº - - - - - -- Delph - | L. roughton º Leave rt - - - Exºtº sºlº º ". ---, +. D - - ºn- D - ------ - Glasgow - | º Liberty Slater - DANGER wº. Tº M. E. - º: | - 359 º' -- - W-wºrly º º § u- - º - AREA - - . . . - _**oº. n -º- - - salin º *So, Barnar º º wº -in- Rºw **** -- L- º - º º º º --- - Marºº. º ſ Fayette - - - º Nº-Lº. - ºf - - - - - - - - - - / aldo Ms - A º - - - | - - - - - - -- 3 º Luray Aſy - º nneapolis REA º ARSH!!! RA010 - - - º - A º n ... - - - Z º | ºny - º º - Cº- O T / º º, Manchester ort Rile 215 DFY -º-º: - | Tonº- ºº: T. QWºłº Higginsville --- ºup A º - -º- 31 *~ D - º | 3 39° - Wakeeney - I L - how MA *: 18 - --- A- º: | SOIL º - -- - | | | | | || ſº º RT - ºo lº Frank 39° º Inc. - - - - WER 395 - 126. - - - --- - º --- - - --- - | | | | | | |Lullul. . . . , , , , , , , , , , , Lºín. I | Tescott Benningſon Junction City Fºº º toºl- LF º | Hº- a º º - º --- º T I I I I | I Hºus *Hurº | | | | | | | | | | | | | | | A 1. .. Al - | | | | 39 - --- - Boonwill º - - -- tº - - - - - - - |- Concordia Donville º º º sy Grow - | - - º - - - n - *\ N -"Lº - - - - -- - - |- - - - ºw-e p º - - -- º º / SMDM º - % OPERA U Lawrence * - -15. s CI Sºlº-RAD - E. s - --> º'- " Russell - 34ADSN - Abilen - RED Ž - TOWER 205 A. IOPHKA- 14- --- º ºl. Suºmit - - -º-º: º - Eli - H Wºo / |- Sºlº nterprise º T1116.1. 125.18 - º \odº - º --- Sºl . - º Gorham 30° º - º, - ºlatºº ºf - Pittsville -DAllº - - - - - - ſº. - - - --~ * - ow-R º º --- - & ictoria º Ilson - - 1150.J. . skridºre º 4. --- º to ------ --- Bu * T -Iſ Sº WILLAGE - --- ozo __ easant Hill - - - º -- - C. L–º-ºn Brokville.” -L || A White City ldwin C. - - - - ºr-º- ºf - º 5 º DANGER AREAs / Ellsworth - 1275 H. " - Spring \, Holden Warrensbºr - - - - - - ºf dall Utica opolis | ypsum Hope H-FMN-GTON RT Burlingame | º . - Hill / -- "ºº" - - ipton - *--- - Liebenthal - A Nº- Elmo Herin º - Council Grove º - º 1 - - \ - ºººº - † - - "o A Sºlº"; AREA - - -- Tºº Paºl. - prisºnville ifornia. 3| 5 - - - OLY ROOD DANGER 27 Brid saga City º -- I - - ſºuts º - *|| -n. - - - ridgepºrt MDKY HALL º HE RING TO - - - º ----- Chilhowe- * * - McCrack | - - \ ---- AREA ToweRººs 1-tºo (MUN) "T Qiaº ſº." - - (ººº- --- - \ - Cºen - - - - - - - º º | - orraine T Lindsbor 115||1 1 º | º º - Lºº pºol, ºf RADIO . º arden City - N | ºn A - * 5. - *——º tº Hoisington - Claflin --- - " - º TV ºf º, ſº densing º 420 NUU ºil A º N \ wº - - - - º Geneseo T. Mrquette | Lost Springs º º * - A * - * - . . s º \ el * - - - - - - - -- - - - - - ºn. - vº º 'º. º Stov | -" 3. º º c---> --~s * pººl AREA - alw O-º-to Drexe ch sº -- - +. º º - \ - - -- | -- cºat E END - º'ſ º º 50 º | | sº C. º - ſtoso - - - - - | - *ººk Ellinwoo -1, . ) - - I - º- | º - - . - | - - - D Little wer "I LF - - - - - º - - - - * jº | - - 1850 º cºnt Strong "Poº º 2. - - º | 2 º - ſºon º . - - - - /- ºne at BEND Ellinwood LYONS º --- | - º Lºbo Ranſo - s |- º |- 3. E - - - - - - ---- - - - - - - - . EIT - º º - Great Bend Chase 1 Lyons -- McPhy 07/ Hillsboro Marion MARION Cottonwºod` RT --- - -- 311 LN --- º, - ºla Cº | --> * \lake o \ - 1.-- º- - M - O - - - - º º - º/N | Fall --~~ \. º - - |- | ºwa. —º º - e Oza +/- - - º | ºn DBuſeſ Lº "P v - -º-º-º: T º º - º O arnett - - º --O. 3. - - º r-NEWTON cº - - | - - | - º - C Sterling -- º º "º Florence - - º or. - Appleton Cityº- - º 3. - 1-15- º - - - \ *||5 - - oundridge --> 50 - - - - - - Burlington Pleasanton - - | º - - º - - CLOTHIER Matt - -- º | - - - ! { - - Mºore Fº. \ º, Maºlº Green n º - º!, salma & 2- ºg - O º - | s 7°E º Cº Nickerson | - º º ison - - --- 2^ ound City Rich º º º º º, I c. - º | º - º - - - º º - - --l - -- - - º - - - - __ - - - - cº º 55° HUTCH Hutch Nºon no - -- T \ º º ºf Gridlº - ſonſ: Blue Mºund Hum- º sceºla º s * 38° s º 38 | º - Button | | on º º, - - . | | | | | || | | | | | | | | | | | | | | º di N - - - -----. - | - - - - - - - - - - 8° Pºl-L-L-L- --- ºpiº 1.H.A. | | || --> - | | | | | | | | | | | | || | | | | | || º/ 1- º, - - dº - (inslºw I Z Halstea | | | W. J.” Hamilton I | | | - O W - º º - - - - - - - - º Lºpº sº - White Water 1 sº ola Moran - º | | W º º º º º º --- - | ºl. º Seºgwic WANDA - - - - - º - Piq º Richards alº- - bleau º - - - - º º - in - R. T. r. DoDGE CITY º also Arlington º RT- - +. - Yates - - - º T ". & - ºnation ---> | º º REC L º | ºl- - º ado Sprin º º | - + º __ | Trousdale U- - rºcº (NAVY) ºpº Valley Cente---- s ado ---> - - --- Fort wº- º § - *=s_º-º" | Tº Turonſ | TOWER 323 142.74 - M. / -- - º Eur - pold - Scºtt - Humansviº - - D º ºl. Nº ER AREA- - Preston ---> LF Andale - - G ºf R --LD-O-R-DO RT ºntº | -- --- º - - Sh º ºgº Gºs | T º º º WILSON. º º º CHAMUTV RADIQ- º/Cº. º! A. . | - - - Z - - 111-1 º ºg - º __. Vº --- O - U- _- º - º ºn TT - Nº M TA N Qº *º - malº- ºlº - - Rºº- - - - º "'Yº - - - Ensign | | - - - 1-15 ingham s --O- arden Plain --- --> O - Beaumont sº * | - - Bu Greensburg --- --~~~ - - º Augusta -- . | dia - Fair Play - Boliva al 3 - - -o-Fº - Pratt Kingman 1-oo A. - - º Mº - - - . - A "Tº - iſ tº wºn º º - *: L- Mullinville ----Nsºund T. º ºlº L Severy leton | - º lºº & º - º ^{\º º | || Erie Arºn- a \ - _ - -- - - - - -- - ºwyer -, º º 22 º º Doug º, Fredºnia \|Altoons - st Paul Tº Mºº º.º. - - - - _º -- u-lass - - - s - . - - -- º rard Lºma - - - - - 3. - \ - *: *gor. ls. VI Ivan º CITIT 75 º / - º - | | - - Rººt D. Rºº - - is Nº. º/ . 18 125-18 - º ºpeneº . - - - - - - Greenfiel - º 254 six - - ºr "- dail Longton - Lºº lº - - º Pºngs Bell º Molina en, |- --- | º - --- : - --- ADID S Greenfie - arshfield |c º - --- - - ſº- - º -- º º H ---- --- 5| º - A - - - - LLINGTON - - - Cheroke- -- Ash GREENE - 1357. - anoo - MEDI-IN - Der º 26 | --- renola 2 Racetracks/º- arsons -- Weir - - - Nº sº ºf oºlºº. - _ ---- - -- Cambridge - - - - - - - - - º | \, . . . Medicine Lodg --- Argon Wellington - ...hº… Cherryvale - º +RED 53 . - Ingfiel - Ashland | | * Oxford infield --- - T º - Miller Springfie B-ºº: º - | Lººk Independence ound Valley - - ºnage- - º ymoutº ection - CA 4. º - - - --- º Nº. - - RT -- º Sherwin c. º - - O rdland -- - - --- | - | - ºlº. Fordla - As H LAND | - ANT HONY- OTHER § - - º --- º - 23 L ANTHUNY RADIn | --- | tº - Oswº º ebb cityºſº buºy ---. - - - - - - I Q. C ºn a r, º - A. H to - -- º Anthon º n º - sedan º | - -- --- Galen- º --- / - *~ * - etna - -- -- than 50 --- L. - - ºf L- "ºº" - - - ºnal _>~~ * R -º - Iºlº R AN -- CALL WEL - rkansas Ci y Cedar V ----- | Duanweg. - 37° s 37° __ "[...inra | T - ano º º- º - | - * - sº - --> ** * º NSAS | | | | 1. | ill. . . . - I - º 11 sºlº + Silverdale ch - - - Baxteº - - / |- - OKEAPIs T TT +++ --all lººkiow - º ldwell - Chautauqu Can º KANSAS lº - - --- - --- arºonville ºf º Aw- ſ - |- ſ |'' º I ºf I º Mºtºrº-37 - | | || ** Ll ill ill ill dº º | | | | | | +. OR A Homº TT º - --- º º Aurora - - - - - - - º -- T. I - - - --- - Nº-º- --- - - - - | | º g - / - | º --- * - ". º: ||11-0 Pierc t 1-70 Cram | º º | - - - -- - - - - - - knowlesº - º -- --- º: º -- Tºº s ranby º; Mone 5. | - 3| º . - º º: - º: Newki - Miami- s -- N sho º º - & 20 | º ------, -º-º-º-º-º: Forºker º º seneca. || 4 - - |- - -- Fish Hatcheryl- - - tºº. - |º - - ---, -- Cº-O - - - - - - Galena | º "bangºr, - 2? -º- - |- Lyma lºw-º º -- - in-n - | -º- amp Crowder - º - I º AREA - ------- - - | º, A ºo º º | º --Alva -- - - | - - - - A. º ºn tº ºl ºn Medford - - - - Kaw ºl ". º - º: -- - - - 3- º - - * |- Dree º --- T - - - - - - ºn - - - * ---- - ºurtenening ººº-ºº-ºº-- º, -- - | lº. LF - --- º Nº. º ºl. º - - ille º º | - - - - - . -- - Award RT RT Poncreek Lamotº Ponca - 1222 ºlº - * *". º Hanson | º - - - - - - wawn- --> - - - - | Tºº"A CITY RADID y - 11-1-1 Jet Na + ROUH - - º Tºº, on--- -- - º: huska - nºt- | + º º – º - | - - 3. - Sº tood Salt} forkſ ſº- | -- º - -- - lº ºl- . - º | - --- Jºwaynoka Carmen º - º - º - - | --- º º - - | - º - - - - OKLA - - | - Manangoſ = ). Fairfax arnsdal - - Seligman . R -- TEXAST - - |- - |ºn ºn D.C. -- - ſº- - Ramonº- ºn is - --- KANSA º White R ( - - - - - REC KENRITC ºn - º Pensaco - - s Foliett - | END RADIO T º 99 | | - ** - º º | - - º º ºr. - Woodward--- ºne - 209 DND º - --- - º *A. - * º * * ~ *- fa ºn Moº ": - º -RT -- Garbe - ºn Y - º * º Eureka º - - - - - - ---> º' -- | | - * . Green for º - --- - * Ringwood - LE * 5e, - - sºlatook º S. - -- - END | --- - sº - ---- - RT Z- - - *- Tºº Lº ( WººDºº & G. F. wnº. | oilin-w | || 7- - - - | º t -- º - - º - º 396 lºs. 18 - º Cºvington ... º. - ºn º - | | | º º - - sha **** GAGE ſº Fair View - º 1- T -. - psage º Claremote ºyor ºf Nº. ºf / "Tºº. Tºon, 2. º Perſy , Lºw-R -- º' ºwns. - - - ſ º, RT - | º - N'-º'- -- | -º-º-º: º \ s - - Z º - LF. - - QS ell 3 $ ar º ic eilin - º, - I | º º - Choteau --- º º 5. - - T - - - -- - 5 RT / º Longdale - - - | º --- R - Rºy º- --- º R T º Nº \ - Huntsville o - 5. * * -> . Darn.” Okeene ºnnessey l 23 Zºº. Y'al- | RELºº --- tº Fayetteville --- - - Pindall St. Joe -o - -- *- - / - Taloga Canto - -- / - Stillwa - º - - ). --- -º-Tºv LLE tº - Jºseº - - - - - - . ºw ºf - º -- s 36 –H | | | \, . º º ſº º º - º º º ... ." row-n | | | | | | . . . . . . . . . . . ii. * | la L. ºr . - - - . / I I I I H H L|lliºl lºſ ºn , +++ -i-Imiss º Rip RT º º --- |º Fºrt tº || 36° stv Elkin- eſ - Hitchcoc T -- - -O-O. - EI É / Q: ſ ra-7. Crescent º Gºshing Drumright º - | ºt- Nwaº º equ - rairie Grow West Fork \ 7°E 3r º ºl. - -US - - - - /º º - Coyle GºſarroN R L -- º Bixby | º --- \ | - I - - - - - | -- -12 0. Buildings - e Mounds º, - C ºw Watonga - O ingfisher - ſº -ra | & ort Okay º º | -ºngºs T º P--~ -º- C º -r 4 st | Fallsville / O-º-o: N CºA2 *. º | Haske| -> - ort Gibson ANEER --- s ºwell - | Winslow Thomas - Y--— UTTE _º. º | - Muskogee. reso \ / rosa Fall º - - - - - - - - - - - (Joins 407) 100° I lºe 99° 98” (Joins 407) To Oklahoma To Tinº or 97° 96* 9°E (Joins 407) 95° (Joins 407) 94." (loºps) 93*(Joins 408) - [3500 - 221 DTE * - - - 400 10 Statute 0 Miles 10 20 30 40 50 50 70 80 90 100 110 120 130 140 150 150 170 180 220 230 240 250 260 270 280 290 300 310 320 330 340 350 - 360 370 380 Statute **** |-|| - - * -º-º-º-º-º: - |- - - - |- - - - - - - PRICE 25 CENTS Date of magnetic information, 1947 - - -----------------------------to-n - - X700 46 (360) g - CAUTION: This chart for educational pur. Compiled at Washington, D. C. by the U. S. Coast & Geodetic Survey under NOTE: Military users of this chart will mark hereon corrections and additions - *** *** N3600-W9300/400 KAN Consult civil Aeronautics Administration Notices for changes occurring in aeronautical data on this chart after April 2, 194 poses only, obsolete for use in flight. authority of the Secretary of Commerce for civil aviation and by direction of the Commanding General, Army Air Forces, for the FEBRUARY, 1945 Revised FEBRUARY, 1946 Aeronautical Chart Service, BASE No 2 R which come to their atten AERONAUTICAL CHART SERVICE, tion and mail to "HEADQUARTERs, ARMY AIR FORCES, WASHINGTON, D. C." 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All--- Al-º-º-º O-º- | ºn - - - tº - ºn wººl --- ºn º º º º º º º º º º º º º º º º º º º |- º º º º Lºlº º | Lºlº Lºlº - Lºlº tº ºl Lºlº º º |- --- - - - - - -------- - - - - - - - -- - - - - - - - - - - - - - - |- | ºn - - - - - - - - - * * * * - º tº lº º º º º º **Do BROAD-A-Lºº - A ºn twº ºut--- º º tº tº º º º º lº º º | º ºn- º lº º º -lº |- - tº º º - * | * * - º - º º - - - - - - - - - - -- - - -- - - - - -- - - - - - |- - - - - - ºn | --- - --- - º | | | || | | |- | | | º º º º | º º | lº º º º º º º º º º º º MARIN- ºulose acon - . º - -- - |- |- - |- - - - - - -- - - -- º --- - - ºn- º |- º ºn |- |- º | |- º º | ºn º "º º º 1. |- |- |-- |- 11. |-- |- º |- º | - - - - -- -- |- - º -- - -- -- -- - -- - --- |- --- -- |- **Do D. RECTION - NDER - ON o-ºº: |-- - -- | - - - - | º | | º º º ſº - º º lº ºn º º º º º º º º º - - - - ºn tº - - - - - - - - -- | | - - - |- --- - - - - - RADIO COMMUNICATION STATION CAMººlºº RADI- - - --- - -- - tº Lº - - - - - - | º º º º |- º º |- |- - - - - - _ - - - |-- --- - - - |--|--|--|-- - - - - - - - º lº || - - - - - - --- 150- º |-- 1-0 - 100- º º º --- º º º --- 10. º 10- 20- 30- º 50- º 70- º 90° 100° 110° 120° - - - - - - - - - - - - - - - | --- WORLD A E RONAUTICAL CHART INDEX DRAIN.A.G.E. ººº-º-L RES RELIEF FEATURES le of Series 1-1,000,000 º - - - - Anºº ºl--tº a ºn AM- ſº º º - - VII. U-R ---L- -------- q---- -------- CON TOUR's nº --OT -- ATION - º | --- º ºn = Authorized agents for th nautical charts have been appointed at certain airports throughout - the United States to the diº | ºf aeronautical charts. A list of these agents, with the dates of lates. º s - - - |- 1 - . . . . - - -- ~ 11- |- print- ºf charts, will be ºr - - º - º - Notiº-Tº-info-tion --- º ------- --- - An L- a -M-, -N E- ". ---Rox MATE CONTO --> be obtained from the Directº and Geodetic Survey. - - Requests for charts may also ºde to the Director U. S. Coast and Geodetic Survey, Washington 25 == D. C or to authorized dealers - º - - - * - º LL OR 1 - || -- - ------ º A discount of 33-1/8% from full published prices is allowed on aeronautical and aºiliary charts amounting DRY L.A.-- º --D RID-E- O DEPRESSION CONTOLR- to $10 gross when made in one shipment to one address. Charts are not returnable. soon- - - º - tº |NTERMITTENT --- --------- - FLOW "º elurºcure or escarpment - - - quarted socks º MILITARY CHART Slº-L- Ref ºf Reg 65-82 dated 26 Apr 1944) 1. Aeronautiºn charts maps and blicatiºns distributed by Aeronautical º sº are indexed or listed in the CULTURAL - EATURES current edition of the AAF Catalog of ºronautical Charts and Related Publications Miscellaneous maps and charts not - appearing in the Catalog will be procured ind furnished by Aeronautical Chart ºrvice through special order, when sunciently identified in requisitions as to name or number scale projection, and publisher iſ known nº-º 2. Requisitioning. - - - - - - - Lou MD-º- ºr A-E on NTE-R-O-L Rºll-RO-L ---------- a Outside Continental United ºntº. - - - - RA -- - - - - ------ - - - ----- --- ------ (1) AAF activities are º ºniº º º the supply ºility designated by the Theater - -------, -º-º-º-º-º-º-º-º-º-º-º: Commander for maintenance and distribution of aeronautical charts and maps. - - - - - - - - - - - - - - - -- Rail Roan ºne- - (2) Theater supply facilities are to submit requisitions for replenishment of stocks of aero- - -- - - - - - - - - DAM - DAM - Lºº. nautical charts and mº through channels to Headquarters AAF Aeronautical Chart - - - - Service washington, D.C. ----- runnel ºn - - - - - - Scale, 1-1,000,000 on 1 in on lºs miles - - - - within continental uniºn Rºquisitions from A^* activities within Continental United States are to - - - ---Mººn ºn Lºn. ----- ----- E ------ (-ºi º – -- Railroad ovºss º º º º º - ºn- be submitted to appropriate Rºnal nown on Aeronautical Chart supply system geographic diagram in AAF - - - | | | | | | | | | -- - Aeronautical Chart Catalog ºn ting from an Air Force wing or Command Headquarters, requisitions are - - -- - - - - - - RAILROAD UND ------ 1. º -- - - -- ºn Mºuliº º to bear the signature or approval of the Base or station Operations officer Quantities of charts and maps - M. M. Lº Quº. - - - - - - - - requested are to be such as tº ºnce of a 30-day supply at all times but not to exceed a 60-day supply. -º- ---, ---- - Obºlete Charts - --- (---- |--|--|--|--|-- | º º -- º - - º º ºn Milº. - - | - - ----- ºn- - - - - - - - - ºn autical ºn- lete-to-air by a revised edition, when not practicable to correct for conformity --- (-|--|--|-- annot with new edition are tº be a - or else destroyed Diºsition by salvage or destruction is to be made in - - |- - - --- -dance with provisions of - Rºº. - nºn- - - - runnel ºn-