26 September
Start/Stop Times
Flight 1
Start Stop Maneuver
15:12:11 15:20:48 A
to B; Descent to 500’
15:20:48 15:38:43 B
to C; 500’
15:38:53 15:51:05 C
to E’; 500’
15:53:53 16:05:31 E’
to C; 3K’
16:07:14 16:21:39 C
to E’; 1.5K’
16:23:49 16:39:20 E’
to C; 1K’
16:40:45 16:48:30 C
to F’; 500’
16:49:24 17:22:18 F’
to G’; 500’
17:23:18 17:33:15 G’
to C; 500’
17:34:19 17:54:27 C
to D’; 500’
17:54:27 17:56:37 D’
to D, Ascent to 4K’
Flight 2
Start Stop Maneuver
21:02:46 21:06:23 D”
to D’; Descent 7K’ to 500’
21:06:23 21:35:31 D’
to C; 500’
21:35:31 21:42:42 C;
Spiral Ascent to 7 K’
21:44:10 21:48:00 C;
Descent to 3K’
21:48:51 22:04:50 C
to E’, 3K’
22:08:04 22:19:08 E’
to C, 1K’
22:21:48 22:37:30 C
to E’; 1.5K’
22:39:54 22:52:34 E’
to C; 500’
22:53:58 23:26:55 C
to B’; 500’
23:26:55 23:37:59 B’
to A, 500’
23:37:59 23:48:39 A;
Ascent to 11K’
Initial
Impressions: Barrier effects seem more prominent on the 1st
flight. Clear
enhancement of the alongshore flow, and more of an offshore component proximal
to the higher terrain inland of Cape Fairweather. This
enhancement extended barely up to 3K’.
The second flight indicated less of a barrier jet along the coast.
Modest increases in v and decreases in u were found near the coast in the 500’
leg and weakly in the 1000’ just near point C.
But the terrain effects here may have been at least a bit obscured by
the mesoscale variability. The 3K’ leg from C to E’ indicated somewhat
stronger southerlies offshore, presumably unrelated to terrain effects. If this level reflects the overall low-level
pressure gradients due to the storm itself, the effect of the terrain on the
flow at 500’ is greater than it might first appear. A quick glance at the thermodynamics suggests
that it was slightly statically stable at low-levels at least in terms of the
vertical gradient in thetae.