Global Hawk
Flight Planning Aircraft Fact Sheet
Alert (the decision to ask the pilots to prepare for an upcoming flight date)
The Alert decision is made no later than 48hrs prior to the flight. Notification must be
before 15Z (0800 PDT, 1100 EDT) daily. A notional flight plan with specific Flight
Information Regions (FIRs) is required at this time. A detailed flight plan with updated
drop locations is required to be submitted prior to 24hrs (1330Z; 0630 PDT, 0930 EDT).
Small changes to the detailed flight plan can be made up to 3 hours prior but any changes
after that and during the flight are real-time conditional with ATC concurrence. Flight
pattern and dropsonde configuration would stay basically the same as the T-24hr plan but
some changes such as center of configuration or length of legs can be made. It is
recommended that flight plans be designed to include predicted storm motion so plans are
as close to actual as possible.
*** This assumes none of the country clearances require notice prior to these times. ***
Go-No go (the decision before flight regarding the alerted aircraft flights)
A Go-No go science decision is made no later than 13hrs prior to the flight (before flight
support crew goes off shift). A Go-No go decision is made when hazardous weather is
expected at take-off and/or landing, critical instruments have discovered problems, or any
other important issue is raised by the science leads.
Cancel (the decision to cancel a flight)
Flights can be cancelled at anytime by the aircrew or science leads. For general purposes
science should make the call NLT 4 hrs prior to takeoff. The aircraft crew has full authority
to cancel at any time. Last minute cancelled flights may disrupt crew duty hours, and may
require a clock restart. If a flight is cancelled for more than two consecutive days, or
exceeds the 72 hrs preflight limit, the preflight will have to be redone. The preflight will
also have to be repeated if engines have been started or any aircraft panel is removed for
access.
Summary of meetings:
12Z (0800 EDT): NASA Science Instrument Status Meeting/ Planning & Mission Forecaster
Presentation & Go-no-go decision for flight (~24hrs from now) (0500 PDT, 0800 EDT)
13Z (0900 EDT): NOAA Go-no-go for flight (~24hrs from now) (0600 PDT, 0900 EDT)
1330Z: Single flight plan selected (~24hrs from now). POD must be submitted to CARCAH
via J. McFadden (0630 PDT, 0930 EDT)
14Z (1000 EDT): Inter-agency webinar/telecon brief and objectives
(NOAA/NASA/53rd/CARCAH) for mission (~24hrs from now and ~48hrs from now)
15Z (1100 EDT): Alert for next mission (~48hrs from now) (can submit up to 3; which
plane will impact preflight). Draft flight plans to pilots (cc CARCAH) (0800 PDT, 1100 EDT)
16Z: NOAA weather brief
24Z (2000 EDT): NASA Science Planning & Mission Forecaster Presentation (1700 PDT,
2000 EDT)
Flight Duration (Planned time from take off until landing)
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Flight durations generally are not to be planned to exceed 26hrs. Flight duration may be
reduced during the mission if significant weather is forecast along return route to WFF or
during landing time. When conditions allow, flights may be extended under ideal
conditions for up to 28hrs.
Flight Limitations (FAA restrictions)
Flight limitations are dictated by the particular COA issued by the FAA. They apply to
specific FIRs as well as other aspects. During HS3, the GHs must take off and land at WFF
during daylight hours only. Pilots will coordinate with chase plane or observers as needed.
No-Fly Day (No flight activities planned)
No-fly days are non flight days but allow PI access to the aircraft for installs / instrument
access / checkouts during prescribed times.
Hard Down Day (No access to aircraft)
This is an aircraft crew no-work day and no access to the aircraft is allowed! No contact
with pilots for flight planning is permitted. PIs may still work in their labs as needed.
Aircraft crews are only permitted to work 9 days in a row. The 10th will be a mandatory
‘Hard down’ day.
Crew Limitations (Workday standards)
Some GH staffing issues are still in work but the basic plan is that pilots and ground crew
will be working 2 shifts each day (whether flying, flight planning, or on call). Aircraft crews
are only permitted to work 9 days in a row. The 10th will be a mandatory ‘Hard down’ day.
Care should be taken to forecast ahead of time to avoid the hard down day occurring during
HS3 intensive operations. By allowing the hard down day to occur earlier the clock can be
reset for the next period. Be aware that this may be adjusted based on crew staffing. To
ensure the required ground crew are available when needed, it is being considered to make
instrument access with power on the aircraft occur during normal working hours.
Note: DFRC has instituted a Fatigue Management Plan and the Global Hawk Project is
evaluating the implications of this plan on personnel planning.
Flight operation timeline (Operation timeline for planning only...Best possible case!)
For general planning a 24hr turn around would be possible for a one-aircraft operation.
This, however, would require a 2 x 12hr shift (24hr) aircraft crew and will not likely be
possible during the first and last week of operations since crews will be split between DFRC
and WFF. Last week of operations refers to two days prior to first ferry. For a two aircraft
operation, a 2hr separation between landing and takeoff will be required. A simplified
operation timeline is provided below.
T-48
T-24
T-13
T-12
T-4
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Alert Initial Flight Plan (Pilots requires 4 hrs before COB)
Instrument access
FAA Review – (Requires 1 full business day before flight)
Instrument preflight complete – (Delays will affect Takeoff time)
Begin Preflight and GH Refuel – (Allows towing and 4 hr refuel)
GH Preflight Complete– (Both mechanical and electrical preflight)
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T-3
T-1
T-0
L-0
L+1
L+1.5
L+2
L+3
L+4
GH Staged – (Allows for towing, GSE setup)
Final flight plan – (Delivered to flight crew)
GH Engine start – (GHOC fully staffed)
1st GH Takeoff – (Daylight hours only)
1st GH Land – (Also Daylight hours only. Future timelines are offset)
2nd GH Engine start – (2nd GH pre-staged, allows towing of 1st GH only)
Instrument access (for those not requiring aircraft power)
2nd GH Takeoff – (Takeoff must be during Daylight hours)
1st GH Post flight – (Required before instrument access)
Instrument access – (First access for instruments requiring aircraft power)
Consecutive flight days with two aircraft operations quickly get complicated. With only one
crew, two-aircraft operations can limit activities including instrument access and flight
planning for the 2nd aircraft. Currently the plan is to allow back-to-back flights followed by
a no-fly day or three back-to-back flights followed by two hard down days. The following
example assumes the best possible case and should only be attempted for important
Intensive Operations only! It assumes there are no aircraft or instrument repair issues and
if attempted, it should only be for a short period of time.
Take offs and landings will be after official sunrise and before official sunset.
*** The example below has been put together strictly for a science forecast exercise and has
not been approved by the DFRC GH aircraft operations! ***
Times in EDT
Day 1 1100 – Alert AV-6 – Flight Plan 1
(FP1) delivered
Day 2 0800 – AV-1 Instrument Access
0900 – FAA Review – FP1
1100 – Alert AV-1 – FP 2 delivered
1900 – AV-6 Instrument preflight
complete
2000 – AV-6 Refuel
Day 3 0100 – AV-6 Preflight
0500 – AV-6 Towed to staging area
Final version FP1 delivered
0700 – AV-6 Engine start
0800 – AV-6 Takeoff – FP 1
0900 – AV-1 Instrument access
FAA Review – FP2
2300 – AV-1 Instrument preflight
complete
2400 – AV-1 Refuel
Day 4 0500 – AV-1 Preflight
0900 – Final version FP2 delivered
0900 – AV-1 Towed to staging area
1000 – AV-6 Landing
1100 – AV-1 Engine start
1200 – AV-1 Takeoff – FP2
1130 - AV-6 No power Instrument
Access
1300 – AV-6 Post flight inspection &
refueling
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1400 – AV-6 Instrument access
1200 – Alert AV-6 – Flight Plan 3
(FP1) delivered
1400 – AV-1 Landing
1530 – AV-1 No power Instrument
Access
1700 – AV-1 Post flight inspection &
refueling
1800 – AV-1 Instrument access
Day 6 NO FLY
0900 – FAA Review – FP3
1900 – AV-6 Instrument preflight
complete
2000 – AV-6 Refuel
Day 7 0100 – AV-6 Preflight
0500 – AV-6 Towed to staging area
Final version FP1 delivered
0700 – AV-6 Engine start
0800 – AV-6 Takeoff – FP 1
Day 5
Day 8
1000 – AV-6 Landing
1130 – AV-6 No power Instrument
Access
1300 – AV-6 Post flight inspection &
refueling
1400 – AV-6 Instrument access
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Ground Weather Limitations
 Winds < 15kts (cross), 30kts (head), 25kts (tail)
 Min. runway visual range (RVR) – 1 mile
 No standing water reported on the runways
 Any lightning within 5nm will sound an alert and will stop all outside
activities until an all clear is given. This will delay any takeoff or landing
during that time. In addition, any thunderstorms within 25nm of the
projected takeoff or landing flight path will also cause a delay.
In-Flight Weather Limitations
 Do not approach thunderstorms within 25 nm during flight at FL500 or
below
 When flying above FL500: Do not approach reported lightning within 25NM
in areas where cloud tops are reported at FL500 or higher. Aircraft should
maintain at least 10000 ft vertical separation from reported lightning if cloud
tops are below FL500
 No over-flight of cumulus tops higher than FL500
 No flight into forecast or reported icing conditions
 No flight into forecast or reported moderate or severe turbulence
Number of dropsondes per flight = max capacity 88 sondes
Mission Scientists (MS)
 The Mission Scientist on duty is responsible for inputting information into
the science report for each flight. The MS on duty at landing is responsible
for putting the report into final format and uploading it onto the ASP website
(or request that ESPO do that for you). The report should reference our
Flight Request Number 12H001.
 The Mission Scientist on duty during the day is responsible for (1) leading
the meetings, (2) turning in the flight plans, and (3) maintaining the flight
planning spreadsheet.
 The Mission Scientist on duty is responsible for providing his/her relief with
a thorough hand over and notes (on MTS) to allow them to have a reference
during their shift.
Possible Evacuation
 In the event of WFF being in the path of a storm, follow the HS3 Evacuation
Procedures posted on the MTS.
 The key points are (1) we will have to make decisions regarding evacuation
72hrs prior to the storm; (2) since there is always the possibility of
intensification, TS-Cat 4 predictions will be treated the same.
 The evacuation can be put on hold at 48hrs, but the Mission Scientist, Project
Manager, and the PIC should make the first decision at 72hrs.
 Science should consider any possible evacuation scenarios as early as 96hrs
in their flight planning.
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Lessons Learned from 2011 Dry Run
• We were not able to fly as often as desired, and might not have used all flight hours.
Weather at WFF was a problem, limiting takeoffs or landings. The lesson learned is that we
should fly early and fly when the weather allows.
• We can use the next-year hours if we run out or roll unused hours to next year.
• Forecasted low ceilings for landing time could result in an early landing or canceling a
flight. 2500 foot ceilings are necessary for chase, and chase is currently required. TAFs are
local/internal 10am and 2pm. Nearby TAFs from Salisbury and Norfolk. There may be
situations where ground observation is sufficient. In those cases the observer must be
certified.
• Proximity to land will depend on several factors. Safety will determine areas with
unacceptable population density. Country clearance states dropsondes will be over water.
Concerns about drift (20min fall time) and other traffic (foreign ATCs) will be addressed.
• Exercise strategic use of hard down days. When there is no current target but an
upcoming period of meteorological interest, resetting the clock can be prudent. One can fly
earliest 2 days after a hard down (preflight on next day).
• Keep Evac limitations in mind during planning if storm is approaching.
• No Pacific flights in 2012.
• Deputy Mission Science must monitor CARCAH chat.
ACTIONS:
• Request weather reports for WFF during Dry Run. - Requested
• Request pilot participation in Dry Run - Requested
• Add Country clearance limitation to this doc - Pending
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