North Atlantic weather war occurred during World War II. Allies (Britain in particular) and Germany try to get a monopoly over weather data in the North Atlantic and Arctic Seas. Meteorological data is important because it affects military planning and the routing of ships and convoys. In some circumstances, visibility is required (surveillance of photography and bombing attacks) and elsewhere concealment (keeping the vessel motion secret or suppressing enemy air activity). D-day planning is strongly influenced by weather forecasts; it was delayed by one day in the hope that the storm will explode and sea conditions will be accepted. British data sources include ships at sea and weather stations at Valentia Observatory and Blacksod Point, in neutral Ireland; The use of German weather vessels also exposes their Enigma secret code.
Video North Atlantic weather war
Kapal cuaca laut
In 1939, US Coast Guard ships were used as weather vessels to protect the transatlantic air trade. The Atlantic Weather Observatory was authorized by President Franklin Delano Roosevelt on January 25, 1940. In February 1941, five 327 foot (100 m) Coast Guard guides were used in weather patrols, usually deployed for three weeks at a time, then sent back to the port during ten days. As World War II progressed, cutters were required for war effort and in August 1942, six cargo ships were used. The ships were powerless during the war, which resulted in the loss of USCGC Muskeget (WAG-48) with 121 ships on September 9, 1942. In 1943, the United States Weather Bureau recognized their observations as "indispensable" for the war effort.
Flying a fighter between North America, Greenland and Iceland led to the deployment of two more weather vessels in 1943 and 1944. The United Kingdom established an 80 km (50 mi) off the west coast of England. In May 1945, sixteen ships were used in the northern north of the 15th parallel in the Atlantic, with six more in the tropical Atlantic. Twenty US Navy frigates are used in the Pacific for similar operations. The Weather Bureau personnel stationed on the weather vessel were asked voluntarily to accept the assignment. Use surface weather observations, radiosondes and pilot balloons (PIBALs) to determine higher weather conditions. Because of its value, operations continued after the end of World War II, which led to an international agreement in September 1946 that no less than 13 marine weather stations would be maintained by Coast Guard, with five others maintained by the British and two by Brazil.
Germany began using weather vessels in the summer of 1940 but three of the four vessels drowned on November 23, which led to the use of fishing vessels for the fleet of weather vessels. German weather ships go to sea for three to five weeks at a time and will have Enigma machines and codes for several months to send zero weather observations. Their radio report reveals their location to the UK high-frequency search system and their encryption provides additional food for British cryptanalysts.
Harry Hinsley worked on a plan to grab the Enigma machine and key from the German weather ship, to help Bletchley Park to continue their cryptanalysis of the Enigma Navy version, because the inability to break the new m4 code "shark" cypher seriously affected the Battle of the Atlantic. Munchen and Lauenburg ridden by the Royal Navy, who managed to gather valuable information about the German code in each case. Wuppertal is trapped in ice and lost without a ship or crew.
Maps North Atlantic weather war
Ground station
There are German efforts to establish ground-based weather stations at contested locations such as Spitsbergen and even on Allied beaches such as Weather Station Kurt at Labrador. Germany is required, by the location of their continent, to rely on long-haul aircraft and weather vessels, which are vulnerable to attacks and clandestine teams at exposed locations. The Allies have different advantages in the contest, holding all major land areas (Newfoundland, Greenland, Iceland) from the North Atlantic. Because the latitude patterns generally move from west to east, the Allies can follow the progress of a front line when crossing the Atlantic. Germany, with a small number of observation stations (impermanent), had to rely on a certain amount of luck to detect the weather ahead before reaching Europe.
In August 1941, in preparation for Operation Gauntlet, the Royal Navy destroyed the weather station at Bear Island and later, which was at Spitsbergen (after which it sent false information to prevent airborne observations). Spitsbergen is an important location and allows Germany to monitor weather conditions on the convoy route to northern Russia. Germany made several attempts to establish and maintain weather reports from the Svalbard archipelago including Spitsbergen and Hopen (Hope Island) and this was never suppressed. Other locations used are on Jan Mayen Island and eastern Greenland with teams and auto stations.
Air meteorological patrol
RAF operates 518 Squadron from RAF Tiree in Scottish Hebrides, 519 Squadrons of RAF Wick and RAF Skitten at Caithness, Scotland, and Squadron 517 from RAF Brawdy, in southwest Wales, to fly meteorological grunts to the Atlantic. The standard flying patrol patterns, Handley Page Halifaxes, Lockheed Hudsons, and Boeing B-17 Flying Fortresses and other aircraft made meteorological readings at altitudes of 50Ã, ft (15 m) to their ceiling of 18,000 feet (5,500 m), at the point which is determined along the patrol. Long patrol (up to 11 1 / 2 clock); in often bad weather and sometimes dangerous, at least ten aircraft from 518 squadrons disappeared with all hands during 1944. Meteorological reports of air patrols affect D-Day time. Critical patrols have severe weather conditions and crew reports are so extreme that they can not be trusted at first. Similar patrols from Brawdy reported conditions as bad but lost with the crew.
In popular culture
Giles Foden's historical novel of Turbulence illustrates James Stagg, Lewis Fry Richardson (fiction as Wallace Ryman) and others to predict the weather ahead of D-Day landings. playing Pressure by David Haig is a fictional version of the 72-hour before D-day revolves around an argument between James Stagg, Irving P. Krick and Dwight Eisenhower.
Footnote
References
Further reading
- Kington, John (2006). Wekusta: Luftwaffe Weather Reconnaissance Unit in World War II . Ottringham: Flight Recorder. ISBNÃ, 978-0-9545605-8-4 Ã,
External links
- "Bad Weather Almost Brings Down D-Day", London Telegraph , June 5, 2005
Source of the article : Wikipedia
0 Comments