Wings Questions #3 - by Kara Bobka

4. How did the science of meteorology relate to aviation?

“The most interesting aspect of the ‘model airline’ operation remained on the ground” and that was true.  It was the value of meteorology.  Founded by a Swedish student of Vilhelm Bjerknes, Carl-Gustaf Rossby, the science of meteorology was launched when Rossby established a weather-reporting system for the Western Air Express (WAE).

Meteorology is the interdisciplinary scientific study of the atmosphere, where meteorological phenomena are observable weather events that illuminate, and are explained via the science of meteorology.  Such events or patterns are bound by the variables found within the Earth’s atmosphere.   These variables include:  temperature, air pressure, and water vapor, as well as the gradients and interactions of each variable and how they change with time.  By using and studying different spatial scales, one [a meteorologist] can determine how systems on global, regional, and even local levels impact weather and climatology, and thereby, prepare and radiograph weather forecasts.  Therefore, the science of meteorology relates to aviation in the way that a road map or GPS system relates to vehicle operators – it notifies them of abrupt changes or obstacles that may disrupt or challenge travel.

Like maps and GPS systems show or tell people which route to take and/or which to avoid in terms of saving time or to avoid construction, weather forecasts tell aviators or pilots which air routes to take to avoid or to prepare for harsh flying conditions, such as strong winds or torrential downpours – anything that may make it harder for one to steer the plane to safety.  So, when Rossby and Jerome Hunsaker installed weather observation posts at every airport and critical intermediary points on the WAE line, it enabled individual stations and operating aircrafts to have better access and more accurate weather reports and/or updates, which in turn better prepared them for flight ensuring safety of the pilots and passengers.  Therefore, the science of meteorology not only relates to aviation by guiding them through the air, but it also helps to prepare them for the unavoidable bad weather.  Thus, as the commander of the Army Air Corps base at Crissy Field, San Francisco, said, “a pilot did not know what was ahead; now he knows and is prepared.” 

7. What was the role of the government in ensuring aviation safety in the period between the wars in the U.S.?

In the period between the wars in the U.S. the economic woes of the airlines, along with public concern for air safety had increased.  For every hundred million miles flown, 4.8 deaths occurred in 1932.  Yet, in 1936, the air passenger fatality rate had more than doubled to 10.1!  In fact, according to one pilot, an airman died via a crash every 28 days during the years of 1930 to 1935. 

Although the Aeronautics Branch of the Department of Commerce was the group in charge of enhancing air safety, it lost the battle to obtain funds under the New Deal.  Yet, it did not interfere with the director of the Aeronautics Branch, Eugene L. Vidal, changing the group’s name to the Bureau of Air Commerce in 1934.  After he lost the battle to get funds, he lost inspectors and was thereby, unable to make the necessary improvements.  So, by fiscal 1936, the last Hoover budget from 1932 that was allocated at 1.4 million dollars for regulation and inspection of airmen and aircraft fell to $644,000, which only made matters worse.  Thus, the government’s role in ensuring aviation safety was much like the funds – lost.

Yet, this did not stop the need for safety to just disappear.  In fact, as funds shrank, requirements grew, especially after Senator Bronson M. Cutting and four others died via a crash of a TWA flight around Kansas City, Missouri.  Thus, it was evident that America was in desperate need of ground-to-air communications, as well as an air traffic control system. 

To the rescue was the fundamental change – the Civil Aeronautics Act of 1938, where it replaced the Bureau of Air Commerce with an independent agency, the Civil Aeronautics Authority (CAA).  Not only did this newer group take over the latter’s responsibilities, but it also assumed the regulation of airline fares and routes – things that were originally controlled by the Post Office and Interstate Commerce Commission.  Finally, two years later, when President Roosevelt was in office, he split the CCA into two:  the Civil Aviation Administration and the Civil Aeronautics Board.  The Civil Aviation Administration was in charge of managing the air traffic control system, licensing, and registration; enforcing safety rules; and observing airway development.  The Civil Aeronautics Board took responsibility to actually establish the safety regulations, to investigate accidents, and to regulate air fares. 

So, the government’s role during this time was simply to step up to the plate and make change.  Yet, those initially in office were not able to succeed in the way the U.S. needed them to.  When given the right men, the federal regulation of U.S. domestic air commerce was executed in which air safety had been more than satisfied – it had be perfected.

13. How did the aviation industry and government encourage youth to be interested in aviation?

The aviation industry and government encouraged youth to be interested in aviation in the same way the government targets them today – through popular culture and social media.  Between the wars, aviation became a dominant theme in all sorts of popular culture, but it began with the release two films, Wings directed by William Wellman and Hell’s Angels produced by Howard Hughes.  In addition, a lot of other films, such as Flight Commander and The Story of Vernon and Irene Castle, were produced to illustrate the First World War in the air, establishing the legend of the Knights of the Air.  Not to mention, Hollywood’s contributions – the Mickey Mouse classic, Plane Crazy, a film inspired by Lindbergh’s flight.  Not only was aviation appearing on television, but it also hit homes via radios.

As a more engaging way to reach the youth, aviation comic strips were being printed too.  Starting this was Glen Chaffin, who created the “Tailspin Tommy.”  In 1935, Captain Eddie Rickenbacker and aviation artist Clayton Knight presented the strip, “Ace Drummond,” which later led to a title in the Big Little Book series that came to life as a Saturday afternoon serial.  With all of this promotion for aviation, it is no wonder that clubs for air-minded youths sprung as well.  The most famous was the Junior Birdmen of America.  Not soon after, the Boy Scouts of America created the aviation merit badge, which eventually split into several aviation-type badges. 

Yet, such encouragement did not stay in the U.S.  It was happening all over the world.  In Germany, Hitler Youth were allowed to partake in fully developed glider training programs in hopes to start training potential military aviators, whereas the American youth groups favored the building of model planes.  Thus, the U.S. took advantage of this and used it to attract young ones into aeronautical careers.  They even went as far to set up the Air Youth of America - an organization that established several hundred youth groups as a way “to encourage youth activities in aviation, and to teach a citizen’s understanding of our national aviation program.”  So, the aviation industry and the government encouraged the youth to be interested in aviation from all facets – social media and childhood games and/or activities – in the attempt to prove that aviation is fun and educational, and thereby, an option for a future career.