ALBERT

Description: Idealized numerical simulations are performed with a coupled atmosphere/land-surface model to identify the roles of initial soil moisture, coastline curvature, and land breeze circulations on sea breeze initiated precipitation. Data collected on 27 July 1991 during the Convection and Precipitation Electrification Experiment (CAPE) in central Florida are used. The 3D Goddard Cumulus Ensemble (GCE) cloud resolving model is coupled with the Goddard Parameterization for Land-Atmosphere-Cloud Exchange (PLACE) land surface model, thus providing a tool to simulate more realistically land-surface/atmosphere interaction and convective initiation. Eight simulations are conducted with either straight or curved coast-lines, initially homogeneous soil moisture or initially variable soil moisture, and initially homogeneous horizontal winds or initially variable horizontal winds (land breezes). All model simulations capture the diurnal evolution and general distribution of sea-breeze initiated precipitation over central Florida. The distribution of initial soil moisture influences the timing, intensity and location of subsequent precipitation. Soil moisture acts as a moisture source for the atmosphere, increases the connectively available potential energy, and thus preferentially focuses heavy precipitation over existing wet soil. Strong soil moisture-induced mesoscale circulations are not evident in these simulations. Coastline curvature has a major impact on the timing and location of precipitation. Earlier low-level convergence occurs inland of convex coastlines, and subsequent precipitation occurs earlier in simulations with curved coastlines. The presence of initial land breezes alone has little impact on subsequent precipitation. however, simulations with both coastline curvature and initial land breezes produce significantly larger peak rain rates due to nonlinear interactions.

Description: The performance of Air Traffic Management and flight deck decision support tools depends in large part on the accuracy of the supporting 4D trajectory predictions. This is particularly relevant to conflict prediction and active advisories for the resolution of conflicts and the conformance with of traffic-flow management flow-rate constraints (e.g., arrival metering / required time of arrival). Flight test results have indicated that wind prediction errors may represent the largest source of trajectory prediction error. The tests also discovered relatively large errors (e.g., greater than 20 knots), existing in pockets of space and time critical to ATM DST performance (one or more sectors, greater than 20 minutes), are inadequately represented by the classic RMS aggregate prediction-accuracy studies of the past. To facilitate the identification and reduction of DST-critical wind-prediction errors, NASA has lead a collaborative research and development activity with MIT Lincoln Laboratories and the Forecast Systems Lab of the National Oceanographic and Atmospheric Administration (NOAA). This activity, begun in 1996, has focussed on the development of key metrics for ATM DST performance, assessment of wind-prediction skill for state of the art systems, and development/validation of system enhancements to improve skill. A 13 month study was conducted for the Denver Center airspace in 1997. Two complementary wind-prediction systems were analyzed and compared to the forecast performance of the then standard 60 km Rapid Update Cycle - version 1 (RUC-1). One system, developed by NOAA, was the prototype 40-km RUC-2 that became operational at NCEP in 1999. RUC-2 introduced a faster cycle (1 hr vs. 3 hr) and improved mesoscale physics. The second system, Augmented Winds (AW), is a prototype en route wind application developed by MITLL based on the Integrated Terminal Wind System (ITWS). AW is run at a local facility (Center) level, and updates RUC predictions based on an optimal interpolation of the latest ACARS reports since the RUC run. This paper presents an overview of the study's results including the identification and use of new large mor wind-prediction accuracy metrics that are key to ATM DST performance.

Description: Supported Return-to-Flight activities by providing surface climate data from Kennedy Space Center used primarily for ice and dew formation studies, and upper air wind analysis primarily used for ascent loads analyses. The MSFC Environments Group's Terrestrial and Planetary Environments Team documented Space Shuttle day-of-launch support activities by publishing a document in support of SSP Return-to-Flight activities entitled "Space Shuttle Program Flight Operations Support". The team also formalized the Shuttle Natural Environments Technical Panel and chaired the first special session of the SSP Natural Environments Panel meeting at KSC, November 4-7,2003.58 participants from NASA, DOD and other government agencies from across the country attended the meeting.

Description: Wind profile measurement and the simulation of aerodynamic loads on a launch vehicle play an important role in determining launch capability and post launch assessment of the vehicle's performance. To date, all United States range certified wind profile measurement systems have been based on balloon tracking. Since the 1960's, the standard used by the National Aeronautics and Space Administration and the Air Force at the Cape Canaveral Air Station (CCAS) for detailed wind profile measurements has been the radar tracked, aerodynamically stabilized Jimsphere balloon system. Currently, the Air Force is nearing certification and operational implementation of the Automated Meteorological Profiling System (AMPS) at CCAS and Vandenburg Air Force Base (VAFB). AMPS uses the Global Positioning System for tracking the Jimsphere balloon. It is anticipated that the AMPS/Jimsphere, named the High Resolution Flight Element (HRFE), will have equivalent, or better resolution than the radar tracked Jimsphere, especially when the balloon is far downrange, at a low elevation angle. By the 1980's, the development of Doppler Wind Profilers (DWP) had become sufficiently advanced to justify an experimental measurement program at Kennedy Space Center (KSC). In 1989 a 50 MHz DWP was installed at KSC. In principal, the 50 MHz DWP has the capability to track the evolution of wind profile dynamics within 5 minutes of a launch. Because of fundamental differences in the measurement technique, there is a significant time and space differential between 50 MHz DWP and HRFE wind profiles. This paper describes a study to quantify these differences from a sample of 50 MHz DWP/HRFE pairs obtained during the AMPS certification test program.

Description: Volume V of the Report contains appendices that were not cited in VolumeI. These consist of documents produced by NASA and other organizations, which were provided to the Columbia Accident Investigation Board in support of its inquiry into the February 1, 2003 destruction of the Space Shuttle Columbia The contents include:. Appendix G.1 Requirements and Procedures for Certification of Flight Readiness; Appendix G.2 Appendix R, Space Shuttle Program Contingency Action Plan; Appendix G.3 CAIB Charter, with Revisions; Appendix G.4 Group 1 Matrix Brief on Maintenance, Material, and Management; Appendix G.5 Vehicle Data Mapping(VDM) Team Final Report, Jun 13, 2003; Appendix G.6 SRB Working Group Presentation to CAIB; Appendix G. 7 Starfire Team Final Report, Jun 3, 2003; Appendix G.8 Using the Data and Observations from Flight STS-107, Executive Summary; Appendix G.9 Contracts, Incentives, and Safety/Technical Excellence; Appendix G.10 Detailed Summaries: Rogers Commission Report, ASAP Report, SIAT Report; Appendix G.11 Foam Application and Production Chart; Appendix G.12 Crew Survivability Report; and Appendix G.12 Aero/Aerothermal/ Thermal/Structures Team FinalReport, August 6, 2003.

Description: Volume II of the Report contains appendices that were cited in Volume I. The Columbia Accident Investigation Board produced many of these appendices as working papers during the investigation into the February 1, 2003 destruction of the Space Shuttle Columbia. Other appendices were produced by other organizations (mainly NASA) in support of the Board investigation. In the case of documents that have been published by others, they are included here in the interest of establishing a complete record, but often at less than full page size. Contents include: CAIB Technical Documents Cited in the Report: Reader's Guide to Volume II; Appendix D. a Supplement to the Report; Appendix D.b Corrections to Volume I of the Report; Appendix D.1 STS-107 Training Investigation; Appendix D.2 Payload Operations Checklist 3; Appendix D.3 Fault Tree Closure Summary; Appendix D.4 Fault Tree Elements - Not Closed; Appendix D.5 Space Weather Conditions; Appendix D.6 Payload and Payload Integration; Appendix D.7 Working Scenario; Appendix D.8 Debris Transport Analysis; Appendix D.9 Data Review and Timeline Reconstruction Report; Appendix D.10 Debris Recovery; Appendix D.11 STS-107 Columbia Reconstruction Report; Appendix D.12 Impact Modeling; Appendix D.13 STS-107 In-Flight Options Assessment; Appendix D.14 Orbiter Major Modification (OMM) Review; Appendix D.15 Maintenance, Material, and Management Inputs; Appendix D.16 Public Safety Analysis; Appendix D.17 MER Manager's Tiger Team Checklist; Appendix D.18 Past Reports Review; Appendix D.19 Qualification and Interpretation of Sensor Data from STS-107; Appendix D.20 Bolt Catcher Debris Analysis.

Description: We present the results of aerosol forecast during the Aerosol Characterization Experiment (ACE-Asia) field experiment in spring 2001, using the Georgia Tech/Goddard Global Ozone Chemistry Aerosol Radiation and Transport (GOCART) model and the meteorological forecast fields from the Goddard Earth Observing System Data Assimilation System (GEOS DAS). The aerosol model forecast provides direct information on aerosol optical thickness and concentrations, enabling effective flight planning, while feedbacks from measurements constantly evaluate the model, making successful model improvements. We verify the model forecast skill by comparing model predicted total aerosol extinction, dust, sulfate, and SO2 concentrations with those quantities measured by the C-130 aircraft during the ACE-Asia intensive operation period. The GEOS DAS meteorological forecast system shows excellent skills in predicting winds, relative humidity, and temperature for the ACE-Asia experiment area as well as for each individual flight, with skill scores usually above 0.7. The model is also skillful in forecast of pollution aerosols, with most scores above 0.5. The model correctly predicted the dust outbreak events and their trans-Pacific transport, but it constantly missed the high dust concentrations observed in the boundary layer. We attribute this missing dust source to the desertification regions in the Inner Mongolia Province in China, which have developed in recent years but were not included in the model during forecasting. After incorporating the desertification sources, the model is able to reproduce the observed high dust concentrations at low altitudes over the Yellow Sea. Two key elements for a successful aerosol model forecast are correct source locations that determine where the emissions take place, and realistic forecast winds and convection that determine where the aerosols are transported. We demonstrate that our global model can not only account for the large-scale intercontinental transport, but also produce the small-scale spatial and temporal variations that are adequate for aircraft measurements planning.

Description: On 2-3 September 1998 hurricane Earl made landfall along the Gulf of Mexico coast, east of Panama City, FL. The University of Alabama in Huntsville Mobile Integrated Profiling System (MIPS) was located at the airport in Tallahassee, FL and made measurements of Earl with a 915 MHz Doppler wind profiler as the system moved across the Florida panhandle. As the center of Earl approached MIPS, a particularly strong updraft feature, having a magnitude of approx. 15 m/s within the lowest 3.0 km above ground level was associated with a rain band. An analysis of the changes hurricane Earl underwent as it made landfall are presented. Measurements used include surface thermodynamic and pressure observations, lightning data, National Weather Service Doppler Weather Surveillance Radar (WSR-88D) data, and Geostationary Earth Orbiting Satellite (GOES) data. Then an analysis focusing on the boundary layer properties and the updraft feature's depth, intensity and duration as measured by the MIPS 915 MHz Doppler wind profiler are presented.

Description: This paper will review the historical development of reference and standard atmosphere models and their applications. The evolution of the U.S. Standard Atmosphere will be addressed, along with the Range Reference Atmospheres and, in particular, the NASA Global Reference Atmospheric Model (GRAM). The extensive scope and content of the GRAM will be addressed since it represents the most extensive and complete 'Reference' atmosphere model in use today. Its origin was for engineering applications and that remains today as its principal use.

Description: This is Volume Four of a set of six reports produced by NASA and other organizations which were provided to the Columbia Accident Investigation Board (CAIB) in support of its inquiry into the February 1, 2003 destruction of the Space Shuttle Columbia. The Technical Documents included in this volume are: Appendix F.1 Water Absorption by Foam; Appendix F.2 Follow the TPS; Appendix F.3 MADS Sensor Data; Appendix F.4 ET Cryoinsulation; Appendix F.5 Space Shuttle STS-107 Columbia Accident Investigation, and External Tank Working Group Final Report - Volume 1.