August 13, 2004
From: Naval Research Laboratory, Military Support Division
To:
NSF
NCAR/ATD
NRLFSD
Subj: RAINEX project feasibility
Ref:
(a) NCAR/ATD Facility request for RAINEX submitted 24MAY2004
(b) NRLNOTE 7310 Navy Working Capital Fund Stabilized Billing Rates
(c) Hurricane Rainbands project feasibility revision 1 (2003)
This is a revision of the Hurricane Rainbands project feasibility report previously
submitted and will address the RAINEX project proposal (ref. a).
1. Project Summary:
The Hurricane Rainband and Intensity Experiment (RAINEX) will join NOAA HRD to
examine interactions between the rainbands and inner-core (eye wall) region of mature
hurricanes through concurrent flights. RAINEX will be a part of a larger program
including projects from NOAA HRD and NASA.
2. Location:
Based on the NRL limitation of only conducting these research flights concurrently with
a NOAA P-3, the NRL aircraft and crew will be co-located with the NOAA crew during
the entire flight phase of the project at whatever location NOAA stages their operations
from in order to facilitate operational coordination. This includes MacDill AFB in
Tampa, Florida and other forward deployed airfields used by NOAA AOC. Airfields
suitable for the NOAA WP-3D will be considered suitable for the NRL P-3.
3. Flight Hours Requested:
The following is a flight hour estimate to conduct the RAINEX project independently of
any other project.
Ferry (Install/De-install)
Ferry (Tampa & return)
Ferry (fwd deployed airfield & return)
Test (equipment checkout at JEFCO)
Mission
Total
Flight Hrs
10
6
TBD
5
100
121
4. Scheduling Requested:
Aircraft 154587 is the only NRL aircraft suitable for installation of the ELDORA radar.
The proposed project dates for flight operations is 15AUG-30SEP. Assuming 5 weeks
for installation (as scheduled in the past) and 5 days for de-installation, the following are
the effective dates to be scheduled:
Install
==>
Project flights ==>
De-install
==>
11JUL - 12AUG
15AUG – 30SEP
3OCT - 7OCT
There are 89 days covering the entire project period from install to completion of deinstall requiring a minimum of 133.5 flight hours funded. Based on these dates and the
proposed flight hours this project will be charged underutilization rates for 12.5 hours.
5. Operations:
It is noted that the flight profiles for RAINEX have been adjusted to reflect the NRL
restrictions and limitations stated in the RAINBANDS feasibility study (ref. c.) These
restrictions will be considered applicable to this project as well.
The NRL P-3 will only fly module 1 of the 3 modules proposed for the project. This
module flies a track parallel to and outside the hurricane rainband which may or may not
be flown in conjunction with a NOAA P-3 flying parallel on the other side of the
rainband. Though the proposal stipulates that NRL will not cross the rainband, it is noted
that the rainband can be as turbulent and convective as the eye wall. The NRL P-3 must
have real-time radar information, possibly provided from a NOAA P-3 on station via data
link, to keep the flight path clear of convection and provide a big picture of the storm
relative to the aircraft position.
6. Instrumentation:
The following equipment will be required to facilitate safety during the hurricane
operations:
 High altitude (RADAR) altimeter w/ flight station repeater
 TCAS recommended for safety of flight during multiple aircraft
operations (NRL will work with ATD to explore feasibility of installation)
 2 sets of lap belts to be installed in the flight station for the observers
during turbulence
In addition to the above listed equipment, we highly recommend NCAR explore the
possibility of creating a data-link capability between the NOAA and NRL P-3s to
transmit the belly radar picture with the ability to overlay the current NRL P-3 position.
This will provide the NRL crew with a 360 degree weather picture and provide a valuable
reference should radio communications with the NOAA aircraft be lost.
7. Cost Estimate:
This cost estimate reflects FY2005 non-DoN flight hour rates (ref. b.) and travel costs for
13 personnel (7 aircrew, 6 maintenance) based on FY2004 rates. NRL will make a
personnel swap at a mid-way point during the project using one-way commercial
transportation and overlapping by one day. Other costs not shown that may be incurred
are fuel charges in excess of government rates, shipping charges for parts and other
logistical costs.
Total flight hours
Underutilized hours
Per diem
Air transportation
$6350 per flight hour
$4000 per hour
$138/day (MacDill)
~$200 (1-way)
121
12.5
13 personnel
26 personnel
Car rental
~$50/day (full size)
4 personnel
TOTAL
Including 10% reserve
$768,350
$50,000
$84,318
$5,200
47 days
(to/from Tampa for crew swap)
47 days
$9,400
$1,008,995
8. Conclusion:
Given the above constraints to maximize flight safety, NRL is able to conduct operations
in conjunction with NOAA/AOC in support of the RAINEX project in 2005. The
combination of this report with the restrictions stated in the previous RAINBANDS
suitability report is considered applicable to the RAINEX project. As always, NRL may
increase or relax stated restrictions as mandated by higher authorities or as NRL’s
experience with flying in hazardous weather continues to grow.
In order to facilitate flight safety, NRL recommends approval of funding to send two
NRL pilots to NOAA AOC during present year hurricane season to gain flight experience
in the hurricane environment. Additionally, NRL requires a meeting with the scientists
responsible for planning the specific flight profiles along with a NOAA AOC
representative to develop a mutually agreed upon flight profile that is specific and
adhered to during the flight phase of the project.
If you have any further questions regarding NRL project operations please contact:
CDR George Salitsky (202) 767-2273
LT Brian T. Le
(202) 767-7512
Sam Kogel
(301) 342-3256
gsalitsky@planes.nrl.navy.mil
ble@planes.nrl.navy.mil
samuel.kogel@navy.mil