When higher levels of the air have been charted, there is every reason to believe that the known movements of the Atlantic winds will be used to shorten air journeys. There are at sea level, between certain clearly defined latitudes, prevailing winds of constant direction. At greater heights, also, there is in most latitudes a constant drift which, if charted, might be useful even if winds at sea level were unfavorable. Although precise information is available of the prevailing and periodic winds at sea level in various latitudes, very little coördinated work appears to have been done in charting the prevailing and seasonal winds in higher levels of the atmosphere. Observations of the air currents over various localities in the United States, England and Germany have been taken, but very little is known of the winds above the great ocean tracts. There is a great necessity for international research to provide data for predictions of weather conditions in the upper atmosphere and thus enable advantage to be taken of these higher currents. At high altitudes, constant winds of from thirty to forty miles per hour are common. If the prevailing directions of those were known to airship navigators, the duration of the journey could be considerably shortened, even if this meant taking an indirect route. It is undesirable to fly at great heights owing to the low temperature; but with suitable provision for heating there is no reason why flying at ten thousand feet should not be common. Air currents cannot be charted as exactly as sea currents; but much valuable work can and will be done by tabulating in detail, for the guidance of air navigators, the tendencies of the Atlantic atmospheric drifts. Reliable charts, used in conjunction with directional messages from wireless stations and ships, may make it possible for vessels on the London-New York air service always to avoid troublesome winds, as well as storms and fogs, and to reduce the percentage of risk to a figure not exceeding that relative to sea liners. For the rest, the excellence of the most modern engines and the fact that one or two, or even three of them can be temporarily out of action without affecting the airship's stability during a flight, minimize the danger of a breakdown from loss of power. The only remaining obstacle to reasonable safety would seem to be in landing on and departing from the terminal during rough weather. This can be overcome by the recently patented Vickers Mooring Gear for Rigid Airships.