TRACE-P DC-8 Status Updates

Take-off time 8:36 am local (2336Z on 0326); flight duration 9.4 hours  Title: Convective outflow and stratospheric influence  

Objectives: (1)  to sample high- and mid-level outflow from intense convective activity and convergence developing over SE Asia and China; (2) to sample a tropopause depression wrapped around the jet stream; (3) to sample dust outflow from northern China.  

Execution: The DC-8 conducted two extended walls along the Asian coast, one at 133-139E and one at 125E.  After take-off from Yokota (36N, 139E), we flew SW to (23N, 133E) for our first wall to sample outflow from deep convection and convergence over Asia, and from there headed W to (25N, 125E) where we set up the second wall headed north into the Yellow Sea (37N, 125E).  The purposes of this second wall were to sample convective outflow at all levels south of 30N, a depression of the tropopause around the jet stream at 30-32N, and dust outflow further north.  We then backtracked to (33N, 125E), returning to Yokota around Korea and through the Sea of Japan.  

Results: The objectives were in general met and the flight yielded some surprises.  The first wall SW out of Yokota showed considerable Asian outflow at all levels as well as stratospheric filaments at the higher levels.   Above 10Kft the outflow appeared to be of convective and mainly biomass burning origin (up to 200 ppb CO, high CH₃CN, low C₂Cl₄, low SO₂). Below 10Kft the outflow was mostly industrial (up to 300 ppb CO, high C₂Cl₄) and appeared to reflect post-frontal boundary layer outflow as well as weak convergent lifting over eastern Asia.  Ozone showed complicated correlations with CO and CO₂ in these profiles.  During the W leg at our southernmost point we saw boundary layer outflow up to 5 Kft capped by clean tropical air; climbing up for a leg at 33Kft at (24N, 132E) we sampled outflow from a nearby marine thunderstorm (NO up to 600 pptv, high CH₃OOH/H₂O₂, low ozone, high methylnitrate, low aldehydes, etc) superimposed first on clean tropical air but then later on biomass burning outflow.  On our wall heading north at 125E we saw considerable outflow at all levels south of 30N and then ran a constant-altitude leg at 33Kft where we observed the sharp stratospheric intrusion at 30-32N forecast from the models.  Profiling down to the boundary layer over the Yellow Sea yielded considerable outflow structure, again as forecast, with pollution layers in the free troposphere (convergent lifting over eastern China). This pollution outflow in the free troposphere over the Yellow Sea was in contrast to previous flights in the region where the pollution was confined to the boundary layer and was strongly capped by clean subsiding air.  Flying back to Yokota we observed additional pollution layers as well as a dust layer at 10-15Kft over Japan.   Boundary layer air over Yokota was highly polluted, with over 400 ppm CO₂.  

Take-off time 8:20 am local (2320Z on 0321); flight duration 9.0 hours  

Title: Convective outflow  Objectives: (1)  to sample high-altitude outflow from intense convective activity developing over SE Asia, China, and the western Pacific; (2) to conduct a high-altitude intercomparison with the P-3, (3) to conduct a MOPITT validation experiment.  

Execution: The intercomparison between the two aircraft consisted of a level leg at 17Kft with the two planes flying in parallel (2000' apart) for 30 minutes.  This leg was conducted upon take-off from Yokota along a (33N, 137-140E) track.  We then flew SE to (24N, 150E) for a MOPITT underpass spiral from 35 to 0.5Kft and to sample expected convective outflow.  From there we flew SW to (21N, 140E)  and then NW to (26N, 135E) where we headed N, downstream of a thunderstorm developing to our W.  We conducted a spiral up at (29N, 135E) to sample outflow from the storm but were restricted to 27Kft by ATC.   We were able to climb to 33Kft at (31N, 135E) and from there headed to Yokota with a slow in-progress descent.  

Results: The objectives were met and the flight yielded several surprises. The intercomparison was a success: both aircraft managed to operate at the same speed, air was dry, and skies were clear.  There was quite a bit of structure in ozone, anticorrelated with H₂O (stratospheric influence?), and a transition in air mass was seen over the course of the intercomparison leg.  On the leg SE toward the MOPITT underpass we sampled structures indicative of stratospheric filaments, aged Asian outflow in the lower free troposphere, and deep convective outflow.  At 35Kft at the MOPITT underpass point we found the strongest pollution influence sampled so far in the mission in the upper troposphere (CO  200 ppbv with O3  80 ppbv, HCHO 200 pptv).  This pollution reflected a combination of industrial and biomass burning influences (high C₂Cl₄, high CH₃CN) and appeared from satellite imagery to originate from deep convection over eastern China.  The MOPITT underpass spiral was conducted under clear skies with high-CO layers at 35Kft, 7 Kft, and 12 Kft.  In the boundary layer at (24N, 150E) there was a surprising level of pollution influence (O₃ 50 ppbv, CO 140 ppbv).  Climb to 29 Kft at 21N indicated again high levels of pollution associated with convective outflow, presumably over eastern China.  Further vertical profiling on the way back to Yokota indicated surprisingly high levels of pollution at all levels, with CO frequently above 200 ppbv. 

Meteorological Summary DC-8 Yokota Local # 3  27 March 2001

Relevant Flow Patterns
         Surface-Twin low pressure areas were centered over extreme southeastern Russia and over extreme northeastern Japan.  A surface cold front extended southeast to near 30N 160E and then west to near Taiwan. The Siberian anticyclone was well defined, with a weaker high over South Korea.  A weak low was developing just south of Taiwan.  Surface winds were from the northeast or east over most of the flight area.

         Middle troposphere-Closed low pressure was just northwest of Japan. The subtropical high was just east of the Philippines.  Westerly flow covered the flight track.  On a broader scale, a sharp ridge was over central Asia, while more zonal flow was south of about 35N.  The effects of this split flow were evident in the backward trajectories.

         Upper troposphere-The jet stream had strengthened considerably just south of Japan.  A zone of winds exceeding 160 kt extended eastward from near Shanghai to ~155E.  The split flow described above continued.

Relevant Cloud Patterns

         On the broad scale, an extensive cloud band was associated with the wave cyclone and frontal system described above.  Details along the flight track are described below.

         As we headed south from Yokota, clouds rapidly increased at all altitudes.   The first boundary layer run (near 0130Z) had overcast clouds at multiple layers.  Occasional light rain occurred, and the ceiling was ragged, with some scud at flight level.  As we ascended, we appeared to pass through the frontal boundary at ~6,000 ft, where a sharp chemical transition was observed.

         The second boundary layer run (near 0315 Z) also was overcast, with fog.  The southerly winds at this point suggested that we were near the surface position of the old front.  Clouds were at multiple levels. At the beginning of the segment, light rain occurred.  However, as the segment continued, the rain became very heavy (near 0424Z).  Considerable sharp turbulence was encountered.  As we ascended, cloud tops were ~ 33,000 ft.  Stratospheric air was encountered at 33,000 ft beginning near 0440 Z.

          The Yellow Sea had broken to overcast clouds at multiple levels. Winds at 2,000 ft (3rd boundary layer run) were from the east-contrasting with the westerly winds encountered there on previous flights.  The fourth boundary layer run (near 0613ZZ) had overcast stratocumulus with bases near 5,000 ft.  Finally, the fifth boundary layer run in the Sea of Japan (near 0733Z) had an overcast deck of altostratus near 18,000 ft.  

Meteorological Summary DC-8 Yokota Local # 2  24 March 2001

Relevant Flow Features
         Surface-Several weak low pressure areas were relevant to the flight.  The strongest was over extreme northern Japan, while weaker lows were centered over the northwestern Yellow Sea and over southeastern China (northwest of Taiwan).  A weak anticyclone was over central Japan. Surface flow over much of the flight track was from the east or northeast.

         Middle troposphere-A closed cyclone was just north of Japan. Westerly flow covered all of the flight track.

         Upper troposphere-The polar jet stream continued to be poorly defined at 300 mb.  However, the subtropical jet stream was well defined at 200 hPa, with its axis over the flight track along ~30N.  However, unlike most previous flights, strongest winds were not near Japan. Instead, one jet streak was over eastern China, while a second stretched over Saudi Arabia and northwestern India.  Maximum jet stream speeds appear to have weakened since the start of TRACE-P. Westerly winds were over the entire flight area.

Relevant Cloud Featues
         An area of deep convection formed over eastern China the previous day. It was the biggest area of Asian convection seen thus far.  The area moved eastward into the western Pacific during the night. By 2030Z on the flight day, the storm complex was near 28N, 128E.  Water vapor imagery revealed a plume of vapor extending eastward from the storms, remaining evident as far as 148E.  The storm area moved southeastward during the flight.  At 0700Z the storms extended along 134E from 23-26N.  A second area of deep convection formed during the day near these same latitudes but between 140-147E.  For the first time during TRACE-P, the Stormscope detected a number of lightning flashes.

         Clouds conditions near the DC-8 - P-3 rendezvous were ideal. Only small scattered cumulus and thin scattered cirrus were observed.  Ideal cloud conditions also covered the MOPITT underpass area.  Isolated small cumulus had bases near 2800 ft and tops near 4800 ft.  A few thin cirrus strands were along the northern portion of the spiral area.  However, they did not appear to be directly overhead at any time.

         The second boundary layer run (near 0440Z) had scattered cumulus with bases near 2,200 ft and most tops near 3,000 ft (although a few tops reached 5,000 ft). On the other hand, the third boundary layer run (near 0546Z) was characterized by an overcast layer of multiple layered clouds. Rain occurred during part of this run. During the ascent, the main cloud layers had tops of ~19,000 ft.  However, broken cirrus was at even higher altitudes.  

Meteorological Summary DC-8 Hong Kong Local # 4

Relevant Flow Features
         Surface-A high pressure area was centered over South Korea.  No fronts were located within the flight area.  Most of the flight track experienced easterly or northeasterly low-level flow.

         Middle troposphere-Westerly flow dominated the flight track by the 500 mb (~18,000 ft) level.  A short wave trough was located just east of Japan, and a closed anticyclone was located near Southeast Asia.

         Upper troposphere-A major subtropical anticyclone was located near 15N, 155W.  A short wave trough was located near Japan. The polar jet stream was better defined than on most previous missions-it extended over northern Asia.  The subtropical jet stream stretched across southern Asia. The two jets merged east of Japan.  The DC-8 traversed the southern portion of the jet streak east of Japan.  Westerly flow covered the entire flight area.

Relevant Cloud Patterns
         Abundant low level clouds blanketed the flight track.  They typically had bases near 3000 ft and tops near 5,000 ft. Middle and upper level clouds were virtually absent over the area.

         Southeast Asia had been experiencing scattered deep convection over the past several days, and this continued today.  The Indonesia area also exhibited convection.  Trajectories indicated that upper level outflow from these storms had been transported toward the DC-8 flight track.

         Water vapor imagery denoted an area of dry middle tropospheric air over the northeast portion of the flight area.  This dry air probably was associated with subsidence due to the jet streak and the surface anticyclone in the area.  In situ data showed that the dry air extended as low as 5400 ft.  Other portions of the flight track were relatively humid in the middle levels.  

Meteorological Summary DC-8 Hong Kong Local # 1

Relevant Flow Patterns
         Surface--A low pressure area was centered near 40N 140E.  A cold front extended southwest to ~ 25N, 110E.  A high pressure area was located near 25N, 150W.  Flow ahead of the front was mostly from the southwest. Behind the front, there was brisk northerly flow.  South of Hong Kong, there was onshore flow.

         Middle troposphere-A low pressure area was centered between Korea and Japan.  Subtropical highs stretched across the western Pacific, centered near 20N.  There was westerly flow over the entire flight area.

         Upper troposphere-The subtropical jet was just north of the Hong Kong area.  It merged with the polar jet stream near Japan.  A jet streak extended from the coast of Asia, across Japan, and into the western Pacific.  The DC-8 flew through the entrance (western) portion of this jet streak, encountering winds as strong as 157 kt.  There was westerly flow over the entire flight area.

Relevant Cloud Patterns
         Prior to reaching the cold front, clouds mostly were patchy, with areas of broken cumulus and cirrus.  The top of the haze layer near Hong Kong was ~10,500 ft.

         The first descent to the boundary layer was near 22N, 123E.  There were a few scud at 1,800 ft, with the main cloud base at 2,400 ft, and most tops at 5,000 ft.  A few stratus were near 6,500 ft.

         The DC-8 intersected the surface position of the front near 24N,125E.  Extensive clouds were behind the front.

         The second descent to the boundary layer occurred near the northern point of the flight.  This was an area of extensive deep, multi-layered clouds that extended to near 20,000 ft.  The boundary layer run was shortened due to poor visibility and strong turbulence which persisted throughout the climb out.

         The DC-8 crossed the surface frontal position a second time near 30N, 134W.  Clouds rapidly diminished east of the front.  The aircraft remained on the warm side of the front throughout the remainder of the flight.  There was much less cloud cover in the warm air than the cold air.  Only scattered clouds were encountered during the remainder of the flight-usually scattered, but sometimes broken.  Very dry middle tropospheric air was encountered during middle portion of the southward leg.  This was due to subsidence associated with the subtropical highs. There was some enhanced cirrus as the aircraft approached Hong Kong.  

Meteorological Summary DC-8 Okinawa to Hong Kong

Relevant Flow Patterns
         Surface-An anticyclone was centered between southern Japan and Okinawa, with clockwise flow around it.  Thus, surface winds in the Yellow Sea mostly were from the south.  The exception was northerly flow at the extreme northern point of the flight track.  Farther south, easterly flow covered the southern half of the flight track. No fronts were in the area.

         Middle troposphere-The low level anticyclone near Shanghai dissipated by the 10,000 ft level. However, a short wave trough was oriented along the western shore of the Yellow Sea.  A major subtropical anticyclone was centered near 15N, 150E.  Westerly flow covered the flight track in the middle troposphere.

         Upper troposphere-Flow patterns were similar to those in the middle levels.  The jet stream was located near 35N.  The flight track entered the right rear (entrance) region of the jet streak that mostly extended southeast of Okinawa.  Westerly flow covered the area. Trajectories indicated that some of this air had passed over parts of Southeast Asia.

Relevant Cloud Patterns
         The Okinawa area had extensive clouds at low, middle and high altitudes.  These clouds generally were located between 22 - 30N. Conditions were much improved over the Yellow Sea, with only scattered stratocumulus and isolated cirrus being observed.  

Meteorological Summary DC-8 Hong Kong - Okinawa  Overnight

Relevant Flow Patterns
         Surface-A low pressure area was centered near 30N, 155E.  A cold front extended southwest to near 20N, 140E, becoming diffuse farther south of that position.  High pressure was centered near Shanghai.  Northerly to northwesterly flow covered most of the flight area.  The major exception was northeasterly flow between ~ 20 - 25 N.

         Middle troposphere-A subtropical high was located near 20N, 160E. A short wave trough was located just east of Japan.  Westerly winds covered the flight area.  Easterly flow was south of Hong Kong.

         Upper Troposphere-Flow patterns were similar to those in the middle levels.  The northern part of the flight pattern traversed the right entrance region of the jet streak.
Relevant Cloud Patterns

         Middle level clouds blanketed the Hong Kong region, but dissipated during the eastward track.  Scattered low level clouds covered most of the flight track.  Most tops were less than 6000 ft.

         The DC-8 strived to pass beyond the surface frontal zone at the eastward point of the flight.  We entered the frontal zone of transition at 1000 ft, but apparently did not extend completely into the warm air. The character of the clouds changed and the winds decreased to ~ 6 kt. However, the wind directions did not shift in the appropriate way, i.e., they remained westerly.  

Meteorological Summary DC-8  Guam to Hong Kong

Relevant Flow Patterns
         At the surface, a low pressure area was centered just north of Korea.  A cold front extended south of the low.  Air ahead of the front was blowing from the south or southeast.  Behind, the front, winds were strongly out of the northwest.  Surface winds in the Hong Kong area were out of the northeast.

         The low pressure over Korea persisted throughout the vertical column.  Winds became more westerly with increasing altitude. The northeastly low level flow near Hong Kong also became westerly by 15,000 ft.  The axis of the jet stream was located near 32oN.  Our flight track intruded on the right rear quadrant of the jet streak.  Peak winds encountered by the DC-8 were ~ 135 kt.

Relevant Cloud Features
         The area of P-3 and DC-8 intercomparison was virtually free of all clouds.  Only scattered cumulus and a few cirrus strands were observed. Cloud bases of the cumulus were ~2000 ft, with tops at ~4000 ft. A few isolated thin stratus were near 4,000 ft.  The trade wind inversion in this area was located near 7,000 ft (moist air below and very dry air aloft).

         The DC-8 intersected the surface position of the cold front near 22oN, 132oE.  This area had a rather uniform and solid deck of stratocumulus. Fewer clouds were located behind the front.

         The descent area near the northern-most flight point was very hazy.  Although difficult to estimate due to the absence of landmarks, visibility was ~  mile. The top of the haze layer was at ~8,000 ft.  This probably corresponded to the top of the cold air mass.  There were only isolated clouds in this area.  Winds at 1000 ft were from 310o at ~30 kt. There was considerable turbulence in this flight segment.

         The descent area farther south also was very hazy.  The top of the haze layer again was ~8,000 ft. There were broken cumulus in the area. Maximum cloud tops were ~3500 ft.  Winds at 1,000 ft. were from the northeast.  They shifted rapidly with height to westerly near 8,000 ft.  

Meteorological Summary DC-8 Kona to Guam

Relevant Flow Patterns
         Lower troposphere-Subtropical high pressure areas dominated the flight track. One center was near Hawaii, while a second was located over the western Pacific Basin.           

Middle troposphere-Subtropical highs continued to dominate the area.         

Upper troposphere-Continued high pressure over the area.  The jet stream was centered near 35oN-well north of the flight track.

Relevant Cloud Features
         The flight track mostly was devoid of middle and upper level clouds.  However, scattered to broken cumulus and/or stratus covered much of the flight area.

         Water vapor imagery showed that the flight area was quite dry in the middle and upper troposphere.  The dryness was associated with widespread subsidence associated with the subtropical highs described above.  In situ soundings revealed classical subsidence-type temperature/dew point profiles. Chemical data indicated that the moisture and ozone/CO concentrations were consistently anti-correlated with each other.

         The MOPITT evaluation area exhibited a scattered, thin layer of stratus with tops ~6,000 ft.  There also was a broken cumulus deck with bases near 1500 ft, and tops reaching ~2500 ft.  The clouds in the MOPITT area today were not as uniform as encountered yesterday.

         Slight, brief rain rainshowers were encountered near Guam.  

Meteorological Summary DC-8 Dryden to Kona

Relevant Flow Patterns
         Lower troposphere-A closed low pressure area near Dryden brought cloudy skies and considerable precipitation to that area. A high pressure area was centered over Hawaii, with a ridge extending northeast toward Canada.         

Middle troposphere-The closed low near California was better defined than near the surface.  Split flow was evident over the eastern Pacific, with ridging to the north and troughing to the south.  Closed low pressure was located just southwest of Hawaii.  Subtropical highs were located southeast of Hawaii and west of Hawaii, with its ridge line extending all the way to Southeast Asia.           

Upper troposphere-The split flow pattern and closed flow near California continued.  The only major anticyclone was midway between Hawaii and Southeast Asia. It dominated the flow over the western tropical Pacific.  The jet stream was well north of the flight area-near 35oN.

Cloud Patterns
         Low clouds were widespread over the flight area.  Mid and upper level clouds were associated with the closed low near California. In addition, a major cloud band stretched northeast to southwest across the area.  Its southern end was just south of Hawaii.  This band moved slower than forecast, and was in the process of dissipating.  A few slight showers were located near 33o30N, 149oW

         The area of the MOPITT overpass was free of middle and high level clouds.  There was a uniform deck of stratus/stratocumulus with tops of ~3500 ft.  

Flight summary, DC-8 flight 14 - Yokota local 2   -  03/24/2001. 

Take-off time 8:20 am local (2320Z on 0321); flight duration 9.0 hours  

Title: Convective outflow  Objectives: (1)  to sample high-altitude outflow from intense convective activity developing over SE Asia, China, and the western Pacific; (2) to conduct a high-altitude intercomparison with the P-3, (3) to conduct a MOPITT validation experiment.  

Execution: The intercomparison between the two aircraft consisted of a level leg at 17Kft with the two planes flying in parallel (2000' apart) for 30 minutes.  This leg was conducted upon take-off from Yokota along a (33N, 137-140E) track.  We then flew SE to (24N, 150E) for a MOPITT underpass spiral from 35 to 0.5Kft and to sample expected convective outflow.  From there we flew SW to (21N, 140E)  and then NW to (26N, 135E) where we headed N, downstream of a thunderstorm developing to our W.  We conducted a spiral up at (29N, 135E) to sample outflow from the storm but were restricted to 27Kft by ATC.   We were able to climb to 33Kft at (31N, 135E) and from there headed to Yokota with a slow in-progress descent. 

Results: The objectives were met and the flight yielded several surprises. The intercomparison was a success: both aircraft managed to operate at the same speed, air was dry, and skies were clear.  There was quite a bit of structure in ozone, anticorrelated with H₂O (stratospheric influence?), and a transition in air mass was seen over the course of the intercomparison leg.  On the leg SE toward the MOPITT underpass we sampled structures indicative of stratospheric filaments, aged Asian outflow in the lower free troposphere, and deep convective outflow.  At 35Kft at the MOPITT underpass point we found the strongest pollution influence sampled so far in the mission in the upper troposphere (CO  200 ppbv with O3  80 ppbv, HCHO 200 pptv).  This pollution reflected a combination of industrial and biomass burning influences (high C2Cl4, high CH3CN) and appeared from satellite imagery to originate from deep convection over eastern China.  The MOPITT underpass spiral was conducted under clear skies with high-CO layers at 35Kft, 7 Kft, and 12 Kft.  In the boundary layer at (24N, 150E) there was a surprising level of pollution influence (O₃ 50 ppbv, CO 140 ppbv).  Climb to 29 Kft at 21N indicated again high levels of pollution associated with convective outflow, presumably over eastern China.  Further vertical profiling on the way back to Yokota indicated surprisingly high levels of pollution at all levels, with CO frequently above 200 ppbv.  

Flight summary, DC-8 flight 13 - Yokota local 1   -  03/21/2001. 

Take-off time 8:20 am local (2320 Z on 0320); flight duration 9.4 hours  

Title: Frontal lifting and dust outflow  

Objectives: (1)  to characterize the lifting of Asian outflow by a cold front, (2) to sample convective outflow from SE Asia in the upper troposphere (3) to sample dust and pollution outflow near the China coast, (4) to sample the stratosphere subsiding on the north side of the jet stream, (5) to conduct a MOPITT validation experiment in background tropical air.  

Execution: We flew from Yokota (36N, 139E) SW to cross an active cold front (vertical profiling) and conducted a MOPITT validation spiral from 35 to 0.5 Kft at (22N, 130E).  We then flew NW to (30N, 125E), re-crossing the front with vertical profiling, and conducted a N return leg into the Yellow Sea to (35N, 125E) to sample dust and pollution outflow.  From there we climbed to cruise altitude and returned to Yokota.  

Results: All objectives were met.  On the climb up from Yokota we sampled the "high-ozone layer" (90 ppbv O3, flat CO, depressed CO₂, high HCHO, PAN, nitriles) which appears to originate from aged biomass burning (although exact origin is still a mystery).  Fresher biomass burning outflow, most likely of SE Asian origin, was sampled at 31Kft on the SW leg from Yokota to (22N, 130E).  Crossing of the front at (36N, 136E) was conducted under particularly active conditions below 10Kft, with considerable structure in the frontal cloud outflow reflecting fresh lifting of Asian pollution (high CH3OOH/H2O2 ratio, high C2Cl4, high nitriles, considerable fine structure in CO, CO₂, CH₄, N₂O).  Continuing SW, as we got in the boundary layer at 1Kft we returned on the cold side of the front (CO over 300 ppbv, acetone over 1 ppbv).  This boundary layer outflow was capped at 5Kft, as seen in previous flights; above that altitude we were on the warm side of the front with clean air and little structure.  Our MOPITT spiral (delayed 30 min because of ATC) was conducted in a relatively featureless atmosphere with only a modest boundary layer enhancement of CO.  On our flight NW we re-crossed the front at 26N, sampling lifted Asian pollution at 12 Kft (CO up to 210 ppb, CO₂ above 382 ppmv), and we then hit considerable Asian pollution behind the front heading north in the boundary layer, including in particular a well-defined crossing of the Shangai plume at 30N (CO up to 1240 ppbv, O3 up to 140 ppbv, HCHO 8 ppbv, Acetone 6 ppbv, HCN 2 ppbv, PAN 6 ppbv, high SO₂, CH₄ up 10-15%, etc).  There was strong evidence of dust associated with this plume (yellow aerosol filters!).  The pollution was capped at 5Kft by a dry subsiding air mass with low CO.  Heading further north into the Yellow Sea we identified dust layers mixed with pollution using the DIAL depolarization signal and conducted boundary layer sampling in a mixture of pollution and dust.  The dust-pollution mix was in contrast to the "clean" dust layer sampled on the Okinawa-Yokota transit.  Climibing up on our return leg from the Yellow Sea we entered the stratosphere at 29Kft and stayed there for most of our return to Yokota.  

Meteorological Summary  DC-8 Yokota Local Number 1  Henry Fuelberg

Relevant Flow Patterns
         Surface-A low pressure area was centered over extreme northern Japan. A cold front extended from it-first toward the southeast along 150E, and then southwest toward Taiwan.  The surface high pressure behind the front was relatively small.  A developing low pressure area was located over northeastern Asia.

         Middle Troposphere-A closed low was located just north of Japan. It was the middle level reflection of the surface cyclone described above. The subtropical high was located near 19N, 140E.  Westerly flow dominated the flight track.

         Upper troposphere-The subtropical jet stream was oriented just south of Japan. Strongest speeds (the jet streak) stretched from east to west from south of Tokyo to near Okinawa.  Westerly winds covered the entire flight track.

Relevant Cloud Patterns
         The overall pattern was a band of middle and upper clouds stretching from south of Tokyo to near Hong Kong.  The cloud band was widest just south of Tokyo and quite narrow on its southwestern edge.  Low level clouds covered much of the flight track.  Details area given below.

         First boundary layer run-The DC-8 penetrated the frontal zone from above at an altitude of ~5,000 ft.  Winds below were from the northwest, and from the west above.  Rain was encountered in the area.  Considerable turbulence was encountered due to the convective nature of the clouds.  We apparently did not pass into the warm air while at 2,000 ft, but were close to the leading edge of the front

         MOPITT area-Only scattered cumulus were in the area.  Bases were near 1500 ft, and tops near 5,000 ft. Some cirrus were south of the cloud track.  Due to ATC problems, the DC-8 had to circle the area before descending.  Contrails were created during this time.

         The DC-8 crossed the surface position of the front a second time as it headed northward along the western portion of the flight track

     The area off the China Coast had few clouds but was very hazy. Winds at 1000 ft were from 290 deg at ~10 kt.

     The stratosphere was penetrated during the flight leg at 37,000 ft. This region was in the left rear quadrant of the jet streak where subsiding motion is expected.  

Meteorological Summary DC-8 Transit from Kadena AFB to Yokota AFB  Henry Fuelberg   

Relevant Flow Features           

Surface-A developing wave cyclone was located just off the northeast coast of Japan.  It was moving toward the northeast.  A cold front extended southwestward, east of Kadena (it had passed the previous late afternoon), and through the Taiwan Strait.  Only weak high pressure was behind the front.           

Middle troposphere-Conditions were similar to those of the previous flight day.  The subtropical high was located just northeast of the northern Philippines, and a short wave trough was between Korea and Japan.  There was westerly flow over the entire flight area.           

Upper troposphere-The polar jet stream was not as well defined as the day before.  The subtropical jet stream was strong, but not as strong as the previous week.  The center of the jet stream was over southern Japan.  Westerly flow dominated the area.  

Relevant Cloud Conditions           

Upon leaving Kadena, deep convection was evident far south of the area.  These storms marked the leading edge of the cold front that had passed Kadena the previous afternoon.           

The Taiwan Strait contained extensive clouds due to the frontal zone.  In some areas, there was a solid overcast, preventing a penetration of them.  These clouds had tops of ~4,000 ft, and bases of ~1,000 ft. When flying at 1,000 ft in the Strait, we skirted the bases of these clouds.  Cirrus clouds also were extensive in the Strait.  Much of the cirrus appeared to be diffused contrails.  Many commercial jets were observed to emit long contrails which spread out with time.           

During our first excursion to 1,000 ft, the front was intersected at an altitude of ~3,000 ft.  Above the front winds (e.g., 5,000 ft) were from the southwest, below the front they were from the northeast.  As the DC-8 continued deeper into the cold air, streamlines suggest that the air was farther removed from the Asian Coast.  This is supported by the smaller observed values of some chemical species.           

The wind shift described above also was observed during our descent to 1000 ft that occurred near 0517 Z.  Extensive stratocumulus blanketed this location, with bases and tops of 2200 and 3600 ft, respectively         

The boundary layer run near 0700 Z was relatively cloud free.           

A volcano was observed near 0750Z.  

Meteorological Summary DC-8 Transit from Hong Kong to Kadena AFB  Henry Fuelberg   

Relevant Flow Features           

Surface-A developing wave cyclone was located near Shanghai.  An anticyclone was centered just east of Tokyo.  The wave cyclone intensified during the day and moved eastward.  Its associated cold front also swept toward the east, passing Kadena between 0700 - 0800 Z-just before our landing.  Surface winds over most of the area were from the south or east. However, winds behind the front were from the north.           

Middle troposphere-The subtropical high was located over the northern Philippines. A short wave trough was just west of the Yellow Sea. Westerly winds dominated the flight area.           

Upper troposphere-Westerly flow continued over the flight area. The polar and subtropical jet streams continued to be clearly separated over the area.  The axis of the polar jet stream passed over northern Japan.  The subtropical jet stream was located near 30N.  Its area of maximum speeds (the jet streak) was over the Shanghai area.  This location is somewhat farther west than on the previous several days.  

Relevant Cloud Features           

The MOPITT validation area near 20N, 123E was virtually cloud free. Only isolated small cumulus were present.  Some cirrus were located south of the spiral points, but these clouds never were overhead.           

The boundary layer run near 0411 Z had only scattered cumulus clouds with bases of 1800 ft and tops of 2400 ft.           

Clouds increased greatly shortly after the third boundary layer run.  During the ascent, a deep cloud layer with tops near 15,000 ft was encountered. Some of the clouds appeared convective shortly after our turn to the west near 0615 Z. A few isolated tall towers were noted near 0652 Z. These towers probably were associated with the surface position of the cold front.  

Flight summary, flight 12 DC-8 Okinawa - Yokota 1   -  03/18/2001.  

Title: Formosa strait and China outflow  Objectives: (1)  to sample boundary layer outflow from China to the Formosa strait; (2) to sample different types of Asian outflow during transit from Taiwan to Yokota.  

Execution: We flew from Okinawa (26N, 128E) SW to (23N, 118E), at the southern end of the Taiwan strait, setting up for a spiral at that SW point and a return wall.  A solid stratus deck prevented us from extending the spiral below 4Kft where most of the outflow was forecast.  We stopped the spiral at that altitude and returned NE to (25N, 121E - midway in the Formosa strait) where we found a break in the clouds and spiraled down to 1 Kft before continuing to head NE.  We then continued on a roughly NE track to Yokota (36N, 139E) with extensive profiling and three spirals.  

Results: The objectives were met and the flight brought some new perspectives on Asian outflow.  The boundary layer leg in the Formosa strait showed for many gases the highest concentrations seen by the DC-8 so far in the mission (CO up to 520 ppbv, CO₂ up to 394 ppmv, elevated CH₄, N₂O, 3.3 ppbv HCHO, 1 ppbv CH₃CHO, high acetone, etc).  The transit from Taiwan to Yokota showed (1) strong post-frontal boundary layer ouflow (CO ~ 250 ppbv), (2) a layer with CO in excess of 400 ppbv at 10Kft, and no biomass burning tracers, possibly due to westerly transport from the Szechuan Basin; (3) biomass burning enhancements at 18 Kft (characterized by high O₃ and nitriles); (4) dust outflow at 8 Kft (seen by DIAL as layer of depolarizing aerosol, and characterized in a 15-min leg in situ).  The dust layer contained high concentrations of large particles, very low peroxides, low HO₂, but otherwise everything was flat.  Descent to Yokota indicated layers of extremely high ozone (up to 165 ppbv) with flat or depressed CO and CO₂; biomass burning?  Stratosphere? These layers will probably be a recurring theme in our sorties from Yokota.  

Flight summary, DC-8 flight 11 Hong Kong - Okinawa 2  -  03/17/2001.  

Title: MOPITT validation and China outflow  Objectives: (1)  to conduct a MOPITT validation experiment in a relatively uniform column (away from major Asian influence); (2) to sample China outflow forecast in the lower free troposphere at 25-30N.  

Execution: We flew from HK SE to (20N, 123E) for the MOPITT validation experiment, which consisted of two successive spirals above the same point bracketing in time the satellite overpass.  We then went E and NE to (30N, 139E) to sample a forecast gradient of increasing China outflow going north, and then W and S into Okinawa (26N, 128E), to remain in that outflow.  As usual, extensive in-progress vertical profiling was conducted.  

Results: The objectives were met and the flight yielded some surprises. The MOPITT validation spot was in clear sky with only a few scattered low clouds; the spiral extended from 0.5 to 33Kft.  CO was flat at 90 ppbv above 10Kft, and was enhanced below 10Kft with values of typically 130 ppbv (max. 150 ppbv).  On vertical profiles for the rest of the flight we consistently encountered at 23-28Kft a "mystery layer" with high ozone (80-100 ppbv), flat CO, depressed CO₂, and high PAN.  At 30N this mystery layer had ozone up to 120 ppbv with flat but relatively high CO (160 ppbv), depressed CO₂, high benzene, nitriles, PAN, low HNO₃.  relatively high NO.  Our best guess was that this mystery layer represented African biomass burning outflow, but it could have been a soup of different tropical influences.  Below 20Kft Asian pollution outflow was observed, with maximum in free troposphere and increasing with latitude.  This Asian outflow contained high PAN, high C₂Cl₄, high N₂O, only modest O₃ enhancement (60 ppbv), and little HCHO enhancement.  A possible source, on the basis of the chemical forecasts, is outflow from the high-elevation Szechuan Basin in central China.  At our NE waypoint (30N, 139E) the CO concentration reached 330 ppbv and CO₂ reached 386.4 ppmv,  the highest observed in the mission so far.  The strong Asian influence extended down to the surface, an unexpected result in view of the forecast onshore flow there.  At 2.5 km the depolarization of the lidar return signal indicated the presence of high concentrations of non-spherical particles.  

Flight summary, DC-8 Hong Kong local 4  -  03/13/2001.  

Title: Aged Asian outflow  

Objectives: (1)  to sample aged Asian outflow slowly transported southeastward in the lower troposphere over the western Pacific around a weak high pressure system, (2) to sample strongly subsiding air with stratospheric influence capping this Asian outflow, (3) to sample upper tropospheric outflow from biomass burning in southeast Asia.  

Execution:  We flew an extended wall from HK east to (22N, 136E) with extensive low-altitude sampling on the eastern half of the wall .  On the return we extended the wall south to (18N, 114E), with focus on high altitudes, in order to sample the biomass burning outflow.  

Results: The flight was a success.  Aged Asian pollution was consistently observed below 5Kft on the extended wall; this pollution was characterized by CO up to 190 ppbv, O3 up to 70 ppbv, high C2Cl4, high PAN, high sulfate (but low SO2), moderately high  HCHO.  Above 5 Kft the aircraft sampled strongly subsiding air with occasional evidence of stratospheric influence and some aged pollution layers at altitudes below 15 Kft (though not as strong as below 5 Kft).  On the return the aircraft sampled combustion plumes in the upper troposphere (31-39 Kft) with high and correlated CO (up to 140 ppbv), CO2, O3, and aerosol (including a large non-volatile component); these plumes were probably of biomass burning origin although no confirmation of this was available from the flight data.  

Flight summary, DC-8 Okinawa-Hong Kong 03/10/2001

Title: China outflow to Yellow Sea  

Objectives: (1)  to sample boundary layer outflow from China to the Yellow Sea around a surface High over the western Pacific; (2) to sample frontal and convective outflow along the transect from the Yellow Sea to Hong Kong  

Execution:  The DC-8 headed NW and then N from Okinawa (26N, 128E) well into the Yellow Sea (38N, 125E) with extensive profiling in the boundary layer  It then flew along a N-S transect back to Hong Kong (22N, 114E), mostly at high altitude but with a vertical profile and a long boundary leg getting into Hong Kong  

Results: The flight was a success  (1) Extensive pollution was observed in the Yellow Sea, with considerable structure  At 32-34N and below 5Kft CO concentrations approached 500 ppbv and CO2 was in excess of 380 ppmv Further N the air below 5Kft was cleaner, as expected from the shift in surface winds (now blowing from N Korea) but a highly polluted layer was sampled at 8 Kft  (2) The transect S into Hong Kong identified strong biomass burning pollution plumes from 20 to 30N and at 28-32 Kft altitude (CO in excess of 200 ppbv), and a pollution layer of considerable latitudinal extent was also observed at 10 Kft

Title: chemical evolution of frontal outflow  

Objective: (1) to sample the aged frontal outflow band that had been previously sampled as fresh frontal outflow on the 0307 flight; (2) to do laundry in Okinawa  

Execution: The frontal outflow sampled on 0307 was forecast to have been transported along a SW-NE axis over the following two days, resulting in a band of aged pollution over the western Pacific  The DC-8 flew east from Hong Kong to (20N, 150E) to sample aged free tropospheric outflow transported S ahead of this band and to reach the clean air ahead of the front at the easternmost waypoint; it then flew NW to Okinawa (26N, 128E) to cross and characterize this frontal band  

Results: The flight was a success  (1) Biomass burning pollution plumes were sampled extensively on the eastbound leg west of 135E  Further east, cleaner conditions were found, and the easternmost point was at the frontal transition  On the NW leg to Okinawa, the polluted frontal band (with CO up to 300 ppb) was encountered at 140-142E, as expected; behind this band and into Okinawa the conditions were much cleaner, with strongly subsiding air in the free troposphere  Free washing machines in Okinawa afforded astronomical savings over hotel prices for laundry in Hong Kong 

Title: China outflow and frontal crossing   

Objectives: (1) to sample fresh pollution advected to the western Pacific from China in the boundary layer behind a cold front, (2) to cross the front and sample lifted pollution and clean air ahead of the front.   

Execution: Both aircraft went around Taiwan and headed north.  The P-3 remained close to the China coast, on a track extending up to 28N and returning along the same track.  The DC-8 headed north to (31N, 125E) and from there east to (30N, 140E) to cross the front; it then returned to Hong Kong on a SW track, remaining ahead of the front.   

Results: The objectives were met.  (1) High levels of fossil fuel and biomass burning pollution were sampled extensively behind the front, both in the boundary layer and in free tropospheric layers presumably lifted over China ahead of the front.  Strong pollution outflow was observed from 17Kft to 28Kft at 30N, with CO levels in excess of 270 ppbv.  Very dry subsiding layers were also observed.  The DC-8 crossed the front and sampled clean air ahead of the front, with isolated pollution layers in the free troposphere again from frontal uplift.  Air ahead of the front south of 24N was consistently clean.   P-3B observations included upper tropospheric conditions (15Kft) representative of tropical air to begin the flight (CO-70s, O3-20s). Polluted conditions were first encountered around 10Kft at 22N (CO-300s, O3-90s).  In the frontal region, cloud modulation of composition was recorded with changes in CO of 75% and doubling of NOy in and out of convective cells.  CO values to the north behind the front were in the high 200-300 range.  On the return to Hong Kong a well defined pollution layer only 1000 ft in thickness was encountered at 9Kft.  Values in this layer for CO were double those encountered in the boundary layer and ozone values were almost quadrupled compared to BL values.  On the last boundary layer leg, a ship plume was encountered that lasted 15 seconds with enhancements in NOy, particles, SO2, and CO2 as well as a significant titration of ozone.

Title: Asian outflow: frontal, convective, and South China Sea  

Objectives: (1) to intercompare instruments on the two aircraft; (2) to sample a variety of outflow patterns including post-frontal boundary layer outflow off the China coast, biomass burning outflow convected to the upper troposphere, and  boundary layer outflow to the South China Sea.  

Execution: The intercomparison experiment was conducted in the boundary layer out of Guam.  The DC-8 and the P-3 flew parallel to each other (separated by 2000') for 20 minutes at 0.5Kft and then remained parallel as they climbed to 10Kft at a rate of 500'/min.  The P-3 then flew WNW from Guam to the strait between the Philippines and Taiwan (20N, 121E) and conducted a southerly leg to (16N, 115E) to sample outflow over the South China Sea.  The DC-8 flew NW to (27N, 126E) to cross a cold front moving across the western Pacific, and then S to overfly the P-3 and provide DIAL coverage.  

Results: All objectives were met.  (1) The intercomparison was successfully conducted, in clear skies with broken shallow cumuli.  The first half of the intercomparison was done in a homogeneous air mass but the second half showed significant gradients that will need to be investigated (aged ship plume?).  (2) Complex pollution outflow of biomass burning origin  was observed in the upper troposphere along the DC-8 NW leg.  (3) The frontal crossing experiment was successful, showing a sharp contrast in the lower troposphere between clean air ahead of the front and highly polluted air behind the front off the coast of China.  The polluted post-frontal boundary layer outflow was capped by a strong subsidence inversion at 7Kft and filaments of stratospheric air were observed at higher altitudes.  (4) Strong northerly outflow to the South China Sea was observed in a highly polluted layer extending up to 8Kft.

Title: Asian pollution subsidence and MOPITT tropical validation  

Objectives: (1) to sample aged Asian pollution subsiding in the tropics, (2) to conduct a MOPITT tropical validation, (3) to intercompare instruments on the DC-8 and P-3 aircraft.  

Execution: The intercomparison, planned as a boundary layer run out of Kona with the two aircraft flying parallel tracks, had to be canceled because of lack of clearance.  The DC-8 followed a straight flight track from Kona to Guam, with extensive vertical profiling.  A MOPITT validation experiment was conducted at (18N, 175W, 2235 UTC) with a spiral from 31Kft to 0.5Kft above a broken cumulus deck (tops at 6Kft) in a strongly subsiding atmosphere.  

Results: Our first two objectives were met.  (1) We observed and sampled repeatedly a layer of Asian pollution at 8-12Kft (CO up to 210 ppbv, ozone up to 80 ppbv) with background air above and below.  This pollution was in a strongly subsiding layer on top of the trade wind inversion, and appeared to contain both fossil fuel and biomass burning influence. Through mapping with DIAL it was determined to extend from 170W to 162E. The layer was predicted in the chemical forecast where it was due to Asian outflow transported rapidly to the central Pacific, and then strongly subsiding and stagnating west of Hawaii, although the observed layer extended further west than forecast.  Formaldehyde was elevated (up to 700 pptv), in contrast to the Asian plumes sampled on the Dryden-Kona flight, reflecting presumably the stronger photochemical activity.  (2) the MOPITT validation experiment was a success.  Skies were 100% clear above 6Kft.  Although the aircraft ceiling was 31Kft, DIAL observations showed very clean air above.  The dominant feature of the profile was the strong layer of Asian pollution at 8-12Kft.

Flight summary, Dryden-Kona transit 02/26/2001  

Title: Aged Asian pollution and MOPITT mid-latitudes validation  

Objectives: (1) to sample aged Asian fossil fuel and biomass burning pollution plumes, forecast to have been lifted frontally to the middle/upper troposphere and transported in less than 4 days across the Pacific at mid-latitudes; (2) to conduct a MOPITT validation experiment for this air mass.  

Execution: The MOPITT validation experiment was conducted at (40N, 132W, 2005 UTC) above a solid stratus deck with tops at 3.5Kft.  The DC-8 arrived in position at cloud top at 1945 UTC and spiraled up to 35Kft, arriving there at 2007 UTC. It then spiraled back down along the same track to 0.5K to demonstrate the stationarity of the vertical profile. From there the DC-8 flew W and then SW to Hawaii, with four full vertical profiles along the way.  

Results: Our objectives were met.  (1) We observed considerable Asian pollution influence from 40N to Hawaii; the location of the plumes was consistent with the model forecast although CO concentrations were higher than predicted, often exceeding 200 ppbv.  By successive vertical profiling at different latitudes we observed a range of photochemical processing of Asian pollution, with ozone concentrations in excess of 100 ppbv at the low latitudes.  There was evidence that this pollution represented a combination of fossil fuel and biomass burning (high PAN, high C2Cl4, high cyanides, high SO2, high non-volatile aerosol), with stronger contribution from the latter at low latitudes.  (2) the MOPITT validation experiment was a success.  Skies were 100% clear above a solid stratus deck.  The two spirals successfully demonstrated the stationarity of the air mass.  The profile showed a large Asian pollution CO enhancement from 12 to 24Kft with values up to 270 ppbv.  The top altitude reached by the aircraft (35Kft) corresponded to the tropopause, as indicated by in situ and lidar ozone, although CO there was still relatively high (120 ppbv).

2/20/01 -     Test Flight #2 was successfully completed on 2/16 as scheduled  Takeoff time was 10:10am under clear bright skies toward LAX and the SW  The initial climb was to 39Kft for 36 minutes, followed by a downward spiral to 1Kft for 30 minutes, followed by a 15Kfpm climb to 10Kft for 30 minutes, followed by a 15Kfpm climb to 18Kft for 30 minutes, followed by a 15Kfpm climb to 28Kft, followed by a spiral down to landing at EAFB  Total time was 43 hours

Blake was absent from the flight  Early in the flight, all but three instruments and ICATS indicated they were ready to proceed  Sandholm was able to operate throughout the full 30 minute leg at 1Kft without being stopped by pit heating problems  However, chiller temperature continued to rise as the plane ascended to 10Kft and had to be cutoff before reaching 10Kft  Operation resumed just prior to reaching 18Kft and thereafter  It appears that the 1Kft level will need to be followed by a high altitude cooling leg as was used during P/T B  Fried again noticed that his flow was too low at altitudes above 30Kft  He is pursuing several hardware changes prior to the next flight  Anderson continues to have computer problems and one element of his new spectrometer continues inoperative Sachse continues to have difficulty with his lasers  A vibration sensitivity has appeared in addition to finding a loose optic element

The post mission summary indicated that about half the instrumentation are working well  Apel has some post mission work; Anderson needs computer and probe work; Fried needs to work on flow above 30Kft; Talbot has a few data acquisition bugs; Sachse needs to work DACOM vibration sensitivity and get lasers fully operational; Sandholm needs to make NO detection as good as possible and then optimize NO₂ with the remaining energy; Heikes needs some computer work; and ICATS needs to get analog parameter graphics plot operational  and clean up a few other items

ICATS has yet to demonstrate the APT system and post mission data delivery
It turns out that EAFB closed their runway at 1800 on 2/16 for the holiday weekend and would have precluded an originally-planned 2/17 flight, even if desirable due to instrument operational; status after TF #1  Clouds were generally absent at all flight levels

The TF #3 plan will have takeoff at about 1450 on 2/20 in order to provide for about 90 minutes of post-sunset data  The flight levels will be generally the same as TF #2 with longer durations at constant altitude
DIAL has completed all special laser calibrations  The remaining DIAL performance checks will come just before TF #3 and deployment readiness activities

Daily 1:15 PM all-hands meetings have continued under the leadership of Darrell Winfield  All days have been one-1/2 shift with work planned on 2/10 and 2/11 Lab work by PI teams continues beyond one shift as each team determines it is appropriate

Many of the PI teams elected to return home during the laser calibration activities which took place during most of the week   As a result of the 2/1 and 2/2 flight tests, the Apel inlet was determined to need structural reinforcing to eliminate vibrations  Early in the week a cracked plane belly panel was identified and the planned RVSM certification test was delayed from 2/5 until 2/9, which was of no consequence because the time was more fully used for laser calibration tests  Also, during this week it was discovered that there was some plane gas tank seepage which required repair  The RVSM certification flight was completed 2/9 and the repaired Apel inlet was certified as being acceptable  The analysis of the RVSM certification is underway and results are expected about 2/20 The plane fuel tank seepage was in repair during the weekend of 2/11  The ICATS track plot capability was demonstrated during the 2/9 flight test 

The Sachse and Sandholm instruments seem to need to most work to complete their readiness for deployment  A laser lens was broken and considerable work must be repeated  Sandholm has yet to see a NO₂ signal  Browell concluded planned laser calibrations and determined that one more calibration test was needed prior to deployment 

Due to the now-routine closure of EAFB on Sundays, it has been decided that all planes will return on Monday 4/9  This choice was chosen over return two days early on Friday 4/6 in order to maintain some flexibility for having coordinated flights with the ACE Asia C-130 operating out of Iwakuni, Japan

All PI Teams returned to DFRC for the two-hour Plane Safety Briefing on 2/12  At the daily meeting it was learned that the plane gas tank seepage problems had been repaired  

During the meeting, there was a briefing by Steve Davis about expected conditions at the Hong Kong Airport  The most difficult part involved conducting planned laboratory operations, since the available space in the terminal area could not accommodate hazardous materials  Selecting an alternate available space also does not seem apealing due to the difficulty of getting equipment and laboratory haz materials through rigid security checkpoints to move from the plane to the lab space  The possibility of using the C-130 for a haz materials lab appears appealing because these materials would never need to leave the plane or pass through security checkpoints  However, there are some operations which need uninterrupted power for extended periods which can not be accommodated in the plane  Final arrangements will undoubtedly need to await the arrival of T/P personnel on-site to conduct final arrangements In the meantime, haz mat cargo and equipment to be used with them is being separately packaged  so it can be most easily moved upon arrival

Also during the daily meeting, there was a discussion with the Science Team about the proposed Test Flight #1 profile  Several changes were discussed and given to the navigator to incorporate

A review of instrument status revealed: 1) Anderson's new spectrometer probe was returned from the vendor and required further testing prior to installation on the plane and would not be included on TF #1, 2)  Sachse has one dewar out and plans to fly with only one and 3) Sandholm is still working to get ready

The TF #1 takeoff time was 10:20  am under clear bright skies toward LAX and the SW  The initial climb was to 39kft for about 60 minutes, followed by a downward spiral to 1kft for 30 minutes, followed by a climb to 25kft for 50 minutes followed by a spiral down to landing at EAFB   Total time was 4 hours  The majority of instruments indicated all was working fine during the early part of the flight  Sandholm experienced heating problems, similar to that of  prior missions, due to time at 1kft  He requests such future low level legs be limited to 20 minutes  ICATS generally performed satisfactorily with a few minor items to fix  Fried noticed flow problems at 39kft, but performed satisfactorily at lower altitudes  Half of the instruments reported no problems  The others noted varying problems, some of which should be fixed for the next flight 

It was determined after the flight that the Apel inlet plumbing seemed to be losing the seal for cabin pressure due to heat cycling of the teflon insert and was removed for repairs  Sachse still working to fix the lasers  Fried working to deal with high altitude flow problems  Anderson working to get spectrometer probe operational again and deal with computer which won't boot reliably  Apel awaiting reinstallation of inlet and CCB decision re-seal validation  Sandholm working to achieve NO₂ signal Blake plans not to be aboard since he is in lab analyzing cans from TF #1 Brune determined that a radio antenna located in front of his inlet needed to be moved  There are many reasons to delay the flight and also many to continue with the planned flight

The Operational Readiness Review was successfully completed on 2/15 with no significant issues

2/3/01 - Daily 1:15 pm all-hands meetings have continued under the leadership of Darrell Winfield  All days have been one and _-shift, with work planned on 2/3 and 2/4  Lab work by PI teams continues beyond one shift as each team determines it is appropriate

Ten of the experiment teams have been on-site at sometime during the week  Final rack-component installations and final adjustments are continuing  The ICATS go-no go flight test was successfully completed on 2/1 with John Barrick and Ali Aknan aboard to insure that needed TRACE P functionalities were demonstrated  The most significant deficiency was the absence of the video track plot  Other minor discrepancies were noted and are expected to be corrected prior to the RVSM certification flight on Feb 5  Six work tasks remain for various sheet metal and related work for the PIs and plane

A teleconference Hong Kong/Okinawa Site Visit debrief was held with WFF and LaRC on 1/26  In Hong Kong plane servicing and parking arrangements have been finalized  A lab space in the terminal which restricts the use of hazardous materials to water or less was all that was available convenient to the hotel  We currently are determining which PIs can use the terminal lab space and which must use their hazardous materials at a remote lab only accessible by bus  The bus will operate every half-hour and also provide access to the planes and storage of boat-shipped equipment

A power-up of all experiments was successfully completed on 1/27  The only significant finding was that some loads would need to be rebalanced, as is routine  Also, it was emphasized that some instruments which needed to minimize time without power would need to be moved up in the power-up sequence to minimize their time without power

The plane was rolled-out on 1/28 for weight and balance and alignment of the orientation sensor platform  The satellite phone was successfully demonstrated

The Engineering Check Flight was successfully completed in the morning of 2/1  The only significant finding was the presence of vibration from the Apel inlet  This is probably due to uneven vortex shedding from the inlet  Further diagnoses were conducted during the 2/1 ICATS and 2/2 Pilot Proficiency Flight Tests

Laser cals were scheduled to start 2/2, but DIAL was not ready to start because of time expended in modifying its power-handling electronics to prevent tripping the plane circuit breakers at power-up  Laser cals are now expected to begin 2/5 and be complete well before the planned completion date of 2/10, because extra days were planned for laser cals

Arrangements for an ISP have been made at Kona-East

Cargo for the C-130 is beginning to be gathered, weighed and labeled All planned cargo for the C-130 originating at DFRC has been reviewed and several discrepancies noted  It appears now that the DFRC cargo may weigh a bit less than expected

It had been learned that the EAFB field is closed on Sunday, so that return from Kona-East on a Sunday(4/8) may not be appropriate  The Base Commander may consider special conditions for opening the field on Sunday  Sunday closings are a recent change of plans  The field is likewise closed on Saturdays after 1600  The options would be to return two days early on a Friday or one day later on a Monday  A decision is expected during the next week

1/26/01 - Daily 1:15 pm all-hands meetings have continued under the leadership of Darrell Winfield  All days have been one and  1/2-shift, with work planned on 1/27 and 1/28   Lab work by PI teams continues beyond one shift as each team determines is appropriate

Nine of the experinent teams have been on-site at sometime during the week All racks and inlets are onboard  The Apel team arrived 1/22 and uploaded on 1/24  Each team continues final rack preparations as needed  Brune installed a measurement of opportunity for NO and NOx with no significant difficulty  The ICATS rack is ready for their go-no go flight test on 2/1 Ali Aknan and John Barrick will operate the Project Data System during that flight to insure ICATS provides the required functionalities  The ICATS Ground Operations Go/No Go Review was held 1/22 and was approved to continue preparations, even though it was not complete and flight worthy at that review as planned  The Sandholm lasers have been uploaded and NO appears near completion, while NO2 needs much more work, as expected  The Sachse DLH instrument will arrive 2/4 in plenty of time for installation prior to the first test flight  Eleven work tasks remain for various sheet metal and related work for the PIs and plane

DIAL completed significant modifications for its power handling black boxes during the week  DIAL was found to be continuing to trip the plane circuit breakers when it powered up(due to large initial spike)  Even though this was not new behavior, a Discrepancy Report was issued, requiring a fix Several fixes were required before the circuit breakers did not trip  The fix requires a special operational procedure(Mission Manager institutes time delay, which wll be acceptable for this mission, but additional fixes will be required for future missions to remove the man from the loop

Significant work remains to develop a transport plan for Blake's snakes The plan is shaping up to be a mix of routine courier, FEDEX, USAF cargo transport and C-130 transport  Care is being exercised to insure the PI believes that replacement of the courier approach to save money does not introduce unknown or unacceptable risk, and thereby dilute PI responsibility for success  The number of snakes available will not permit delays due to customs or lost cargo  Couriers under the control of the PI take multiple snakes aboard as excess baggage and personally deal with transport to and from the plane and customs  Replacement of the courier approach requires incresaed reliance on commercial transportation and puts the snakes in the hands of persons not familiar with, or especially committed to, the hardware

The Hazardous Materials CCB was completed with no problems

The site visit to Hong Kong and Okinawa was completed and a debrief conference call will be held 1/29  Okinawa support is committed for three visits  Hong Kong support of the aircraft is now committed as is PI laboratory workspace  It remains to be seen how we will deal with hazardous materials restrictions in this workspace

The Tech Brief (Mission summary and status of preparations for management and participants) will be held on 1/29  The all-up electrical power check will be on 1/30  Rollout, weight and balance will be on 1/31  The Engineering Check Flight will be on 2/1 in the morning and the ICATS Go-No Go test flight will be in the afternoon  A Pilot Prof Flight Test will be on 2/2

In summary, rack and inlets upload was completed as planned by 1/25; however, PIs continue to make final installations and adjustments  NO delays are anticipated for the test flights next week  Next week will begin flights of the plane with the result that PIs will have less time to work in the plane  There are no current problems which would appear to jeporidize on-time deployment

1/24/01 -  Daily 1:15 pm all-hands meetings have continued under the leadership of Darrell Winfield  All days have been one shift, with work planned  on 1/20 and 1/21   Lab work by PI teams continues beyond one shift as each team determines is appropriate

All 14 instrument teams are, or have been, onsite except Apel, who is expected to arrive 1/22    Representatives for the Shetter, Blake, Fried, Avery and Heikes teams have completed all upload work and have departed All racks except the Apel rack are onboard, locked down and being completed  All but the Apel and one Talbot inlet is in place  ICATS has completed about 70% of the 700 parameter ID checks  Graphical displays are integrated and operational  The Mission Directors' console has been modified and verified  The Ethernet  is installed and working  The NOAA ATP system, printer and ftp server have been reinstalled  Brune has introduced a new measurement for NO and NOx which requires rack space, inlet and exhaust  The Sandholm laser is expected to upload on 1/22  The Sachse DLH will be added later before the first test flight  DIAL has an electrical problem to resolve where its startup results in popping the plane circuit breakers

A list of 16 upload tasks is currently in work  Audits have been completed for blue boxes and spares placement  WRT transport of Blake's snakes, approaches have been found to deliver and retrieve from all sites  We are investigating whether or not the USAF can give reliable, low risk, less expensive transport than available via conventional couriers

All necessary funding for DFRC and WFF have been turned into PRs , approved through all the LaRC system and are now awaiting transfer on 1/24 as 506 authority

The upload is expected to be complete by 1/25 as scheduled   A go-no go decision will be made on the inclusion of ICATS immediately after the 2/1 flight test (part of the pm Pilot Proficiency Flight test)  The current ICATS assessment is that it will be ready for the test flights and deployment

In summary, it appears that upload will be complete when planned  There presently are no obvious reasons why the test flights and deployment will not proceed as scheduled  ICATS has considerable work to complete before it is flight worthy (due on 1/22), but has been making steady progress

1/12/01 -  Darrell began daily 1:15pm all-hands meetings on 1/8 All days have been one-shift  for plane access so far  Lab work by the PI teams continues beyond one shift as each team determines is appropriate  One shift plane access and extended lab work  is planned by several of the PI teams for both weekend days and the 1/15 holiday

Eight of the 14 instrument teams are on-site  Five more arrive next week Thirteen of the 17 racks are onboard; 10 are locked down  Two of the four remaining racks are inhouse and the other two arrive next week  Teams associated with the two racks left onboard after AFWEX  have had no need to be on site so far and will be inhouse next week  Seven of the fifteen inlets/probes/spectroradiometers/lidars are in final position  The ICATS rack is locked down and electrical compatibility tests with the airplane are beginning and will be fully underway 1/16  The light weight GA Tech racks fabricated at Wallops were determined by DC-8 inspection to be unflightworthy and the racks used on prior GTE missions were substituted for TRACE P use

A list of 34 tasks associated with upload has been created and additional machining/sheet metal personnel are being added to the work force
Audits have been conducted to identify the number and location of all gas bottles and blue boxes 

The capability for realtime display of CO2 and CH4 has been added to that for O3, CN, CO, NO and cryo H2O  Cloud camera videotaping requirements have been established
Work is underway to resolve how to transport Blake's snakes and other expendibles to locations where the C-130 cannot meet the need, egKona, Okinawa and Iwakuni  Site visits will occur wk 1/15 to Iwakuni and 1/22 to Hong Kong and Okinawa

A DFRC funding plan has been agreed to  There are no significant issues associated with the transition to the new DC-8 support contractor on 1/1

Next week continues rack upload and completion is planned by 1/25

In summary, the DC-8 and PI teams have made significant integration progress to this week  There currently is no obvious reason why the schedule for test flights or deployment will not be met