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Table of Contents

Memories of the Bureau, 1946 to 1962





Chapter 1: The Warren Years, 1946 to 1950
Warren the Man
Warren Joins the Bureau
Wartime Perceptions and Attitudes
Return to Civvy Street
People in the Bureau
Re-establishing and Reorganising the Bureau
Reorganisation of Central Office
The Position of Chief Scientific Officer
Post-War Reorganisation
The Haldane Story
Public Weather Services
The New South Wales Divisional Office
The Victorian Divisional Office
The Queensland Divisional Office
The South Australian Divisional Office
The Western Australian Divisional Office
The Tasmanian Divisional Office
Pre-war Services for Civil Aviation
Post-War Meteorological Service for Aviation
Indian Ocean Survey Flight
The Aviation Field Staff
Synoptic Analysis, Prognosis and Forecasting
Antarctic and Southern Ocean Meteorology
A Wider Scientific Horizon
Research, Development and Special Investigations
Analysts' Conference, April 1950
Instruments and Observations
Radar Winds and Radar Weather Watch
Climate and Statistics
The Universities
Achievements of the Warren Years

Chapter 2: International Meteorology

Chapter 3: The Timcke Years, 1950 to 1955

Chapter 4: A Year at the Massachusetts Institute of Technology

Chapter 5: The Dwyer Years, 1955 to 1962

Chapter 6: A Springboard for the Future

Appendix 1: References

Appendix 2: Reports, Papers, Manuscripts

Appendix 3: Milestones

Appendix 4: Acknowledgements

Appendix 5: Summary by H. N. Warren of the Operation of the Meteorological Section of Allied Air Headquarters, Brisbane, 1942–45



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The Aviation Field Staff (continued)

The work of coordinating meteorological services for aviation and liaising with the Department of Civil Aviation DCA) post-war was his particular responsibility. After July 1947 he was assisted by Ralph Holmes as Inspector (Aviation).

During the post-war Warren years, 1946 to 1950, the Bureau's efforts were particularly focussed on the provision of meteorological service to a rapidly expanding aviation industry. We have seen that those years began with converted military aircraft being used for civil aviation with most flights operating at levels below 15 000 feet. With aircraft cruising speeds in the range of 100–200 knots, forecasts of winds at flight levels were important in estimating fuel consumption. The lack of sophisticated technology for navigation placed great emphasis on the forecasting of upper winds while forecasting cloud base and visibility at aerodromes was vitally important in deciding whether additional fuel needed to be carried for diversion to alternate destinations.

This period was undoubtedly one in which the degree of dependence on weather forecasting was more critical for the safe and economical operation of civil aviation than any period since.

By 1950 the international airlines were operating pressurised Lockheed Constellation and Douglas DC6 aircraft. Forecasts of air temperature as well as wind speed and direction were required for levels to over 20 000 feet, which placed additional demands on aviation meteorological offices.

The RAAF's jet fighters with ceilings of up to 50 000 feet caused a widely different set of requirements for meteorological service, involving forecasts to higher altitudes and for air temperatures of special importance to the performance of these aircraft.

Navigation and landing aids were being introduced but there was still a heavy demand on forecasts for aerodromes and for forecasts of wind and weather at flight levels.

People in Bright Sparcs - Holmes, Ralph Aubrey Edward; Warren, Herbert Norman

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Gibbs, W. J. 1999 'A Very Special Family: Memories of the Bureau of Meteorology 1946 to 1962', Metarch Papers, No. 13 May 1999, Bureau of Meteorology

© Online Edition Australian Science and Technology Heritage Centre and Bureau of Meteorology 2001
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