miles long and oriented north, south, east, and west. In flying the legs the movement 

 of the storm was to be taken into consideration as the pattern progressed, to keep 

 the legs approximately 60 miles from the centre. 



It was believed that information determined from this pattern would aid in 

 more accurate forecasting of the movement of the storm. 



After the briefing the crew ate dinner and returned to the aircraft to load 

 personal equipment. 



At 0300Z I had receiA-ed my ATC clearance from North tower and I started the 

 take-off run. 



When I was airborne with the gear and flaps up I made my initial contact with 

 Guam control. There was no reported traffic so we were cleared from control. 

 The instructions were complied with and a heading of 270 degrees was taken up. 



At approximately 0500Z there was discernible on the horizon a vast coverage of 

 cirrostratus at about 30,000 ft. This indicated to us the presence of the storm, 

 verified by the south wind and slight swells that were perpendicular to our flight 

 direction . 



The wind was increasing and the swells were noticed to intensify. The boundary 

 of the storm area was very distinct as we approached the edge. At this point the 

 surface wind was estimated to be 35 knots from 180 degrees. 



At 0738Z the surface wind was observed to have increased to 45 knots, and light 

 turbulence was encountered. 



At 0742Z moderate turbulence was experienced and a stratacumulus ring of 

 clouds was observed extending in a north-south direction for a distance of about 

 100 miles. Scattered lightning was detected. An undercast of approximately 

 7-9/10 stratacumulus was below us and the surface wind was observed to have 

 increased to 60 knots. The outside air temperature remained 10 degrees centigrade, 

 the same as before entering. 



Moderate rain was encountered at 0756Z, the surface wind increased to 70 

 knots and moderate turbulence was encountered. 



From this point on we were on 100 per cent, instrument flying conditions and 

 the moderate to heavy rain and moderate turbulence persisted until we missed 

 the " eye " and flew south for fifteen or twenty minutes. 



Because we were on instruments and could not see the surface we could not 

 determine the highest \vind velocity in the storm. It is estimated close to 100 

 knots. 



As we went on instrument conditions we noticed that we had a good drift 

 correction for hitting the centre satisfactorily, so we held the 270 degree heading 

 relying on the radar observer to be able to see the " eye " on the scope. The radar 

 had been functioning satisfactorily, and we had a very competent radar observer 

 operating the set. 



Approximately fifteen or twenty minutes later the radar observer reported seeing 

 a semi-circular ring of clouds about 25 degrees to the right at about 25 miles range. 

 The same ring was detected to the left about the same distance. Figuring we had 

 drifted to the right of the centre we elected to intercept the left return. 



We flew until we received a definite pressure rise and decided we had made 

 a wrong choice. 



To make sure that we weren't chasing circular rings of heavy clouds on the 

 scope we made a turn to 180 degrees and held it long enough to enable us to see the 

 surface wind. After about ten minutes we saw the surface and saw the wind to be 

 coming from approximately west-north-west. We then headed back for the centre 

 of the storm with the wind off our left wing, allowing 15 to 20 degrees for drift. 



In approximately fifteen minutes the radar observer reported the " eye " as 

 being almost directly ahead. 



At 0906Z we broke out into the most beautiful and well defined " eye " that 

 I have ever seen. It was a perfect circle about 30 miles in diameter and perfectly 

 clear overhead. The sides sloped gently inward toward the bottom from 25,000 

 ft. and appeared to be formed by a solid stratus layer down to approximately 5,000 

 ft. From 1,000 ft. to 5,000 ft. were tiers of circular cumulus clouds giving the effect 

 of seats in a huge stadium. 



The wind was estimated at about 35 knots in the centre. No calm water was 

 seen because of the under-cast. 



After the navigator had taken a LORAN fix, and the weather observer had 

 taken his observation a sounding was begun to 1,500 ft., using the " eye " as the 

 let-down area. 



When we reached 4,100 ft. indicated altitude, using the pilot's pressure altimeter, 

 the weather observer informed me that our actual altitude was 1,500 ft. by the 

 radio altimeter. ; 



19 



