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<br />I <br />I <br />I <br />I <br />I <br />I <br />I <br />I <br />I <br />I <br />I <br />I <br />I <br />I <br />I <br />I <br />I <br />I <br />I <br /> <br />2. The Beukers semi-automatic rawinsonde unit was <br />relatively accurate and trouble free. <br />3. Stronger emphasis should be placed on public infor- <br />mation, particularly the issuance of local interest news items. <br />4. There are good sources of hail occurrence and crop <br />damage data which should be formally exploited, such as county <br />sheriff offices, county ASCS offices, and Extension Service offices. <br />Post-storm interrogation (manpower and funds permitting) of these <br />agencies on a systematic basis should greatly strengthen the day to <br />day assessment of seeding effects. <br />5. Through the efforts of the KWRB, hail damage claim <br />bulletins were acquired from the regional insurance underwriters. <br />These bulletins listed damage claims by date, township, and crop <br />affected, and were usually available in less than two weeks after a <br />storm. Plots of these hail damage claims, when combined with <br />storm paths recorded from radar and the seeded cloud locations, were <br />very useful for post-operational assessment of seeding effects. <br />Every effort should be made to continue making these bulletins avail- <br />able to the Muddy Road operators. <br />6. Electronic equipment failures discussed in Section <br />V, .Par. D are examples of those which might be expected with <br />weather modification equipment. Consideration should again be given <br />to the assignment of a full time electronic equipment technician. <br />7. A factor which contributed to frequent delays in <br />aircraft turn around was that of pilot rest and food break. The one <br />pilot per aircraft allocation also proved to be a limiting factor when <br />one pilot was grounded due to illness. The addition of an additional <br />pilot to the Lakin staff would permit much more effective utilization <br /> <br />29 <br />