What United States state and federal agencies generally participate in aerial weather modification?

  • What United States state and federal agencies generally participate in aerial weather modification? Katie

    Also wondering which agencies regulate weather modification activities? Any idea where I can find more information about this?

  • From Wikipedia

    In the US, the National Oceanic and Atmospheric Administration keeps records of weather modification projects on behalf of the Secretary of Commerce, under authority of Public Law 92-205, 15 USC § 330B, enacted in 1971

    (Also read up on ChemTrails and the CIA.)

  • The North Dakota State Water Commission runs the North Dakota Cloud Modification Project, which primarily seems to work at reducing hail damage to crops during the thunderstorm season, and has been active (perhaps not continuously) since 1975.

    They've got a section on program evaluations; a peer-reviewed article published in 1997 states:

    [...] the expanded 13-year NDCMP data base showed a 45% decrease in losses in the target area (Smith, et al., 1997).

    Their website has a ton of information; a company called Weather Modification, Inc. is the contractor for ND State and does a lot of other work as well. Either the state or WMI would probably be able to provide additional data.

    It may also be worth noting that Russia does lots of weather modification work as well (perhaps more when it was the Soviet Union). No idea how successful any of it is.

Related questions and answers
  • Tire preservation Israel Jantzen

    Why has someone not designed a landing wheel with a fin or fins on it so that the air will start the wheels turning before the wheels touch the ground? Wouldn't that preserve the tires longer from wear? Or would it make the control of the aircraft more dangerous in some circumstances, such as rain or snow, to have the wheels already turning when landing? If so, perhaps the fins could be manually or computer controlled for various weather conditions.

  • Non-precision instrument approaches generally have altitude restrictions which get lower when you get closer to the airport. I always figured these restrictions were AMSL using the current altimeter setting, not compensating for temperature. Some have heard the mnemonic that mountains are higher come wintertime, which basically means that colder weather make your altimeter read higher than you actually are (or, as most pilots prefer to think, you're lower than what your altimeter reads) Have a look at this VOR approach into Newark Most altitude restrictions are a minimum level, so

  • Part 135 and (I believe) Part 121 operations all have a requirement to use a source of weather that has been approved by the U.S. National Weather Service: §135.213 Weather reports and forecasts. (a) Whenever a person operating an aircraft under this part is required to use a weather report or forecast, that person shall use that of the U.S. National Weather Service, a source approved by the U.S. National Weather Service, or a source approved by the Administrator. However, for operations under VFR, the pilot in command may, if such a report is not available, use weather

  • Exemption 3585 allows 121 carriers (and perhaps others) to dispatch to destinations in certain cases with weather below minimums. What are the forecast weather minimums to be dispatched under exemption 3585? When is it required to have a second alternate listed on the release? What are the forecast weather requirements at the two alternates? What is the regulatory basis for this exemption?

  • A few times, when flying into SFO, me and my fellow passengers were informed that due to foggy weather one of two parallel runways there is closed, causing delays. So, a few questions: Why can only one runway be used during fog? During an instrument landing, if the instruments are precise enough to land the plane exactly in the middle of one runway, then surely they are precise enough... open in foggy weather?

  • Everyone I know knows about DUATS and Flight Service weather briefers, but you almost never hear about TWEB and TIBS. They have something to do with telephones and recorded weather information...are they the same thing? What's the difference between TWEBs and TIBS? When is it appropriate to use each?

  • I've often noticed that planes flying on more or less the same track, headed in the same direction leaves different contrails. By different I mean how long they stay visible and the length of them. Why is this so? Is it weather related?

  • I was told a long time ago that having the weather radar turned on when at low altitudes helps to scare birds out of your way because the can sense/feel the radar. Casey also mentioned this in another answer of his. Is there any evidence that weather radar actually scares off birds, or is this another "urban aviation legend"?

  • Also wondering which agencies regulate weather modification activities? Any idea where I can find more information about this?

  • So let's assume that I'm the sole manipulator of the flight controls in an aircraft in which I'm rated and that I fly an instrument approach. What weather does the FAA require (assuming that I'm not wearing a view limiting device) in order to log the approach for currency requirements? For instance, if I am cleared for an ILS in visual conditions, can I log it? What if I start the approach in the clouds and break out at 1,500 ft and continue the approach? 1,000 ft? Before/after the outer marker? 150 feet above minimums? I think that you get the idea....

Data information