Science Flight #1 - April 28

On Saturday we finally had good conditions for a first science flight. The preparation for the takeoff was handicapped by the cold temperatures below -15°C. As many instruments never operated in such harsh conditions before, we encountered a couple of problems. Hard disks failed to boot, pumps did not warm up, connections to the instruments did not work. This took us a lot of additional time for checking the instruments before start. Heating up the cabin with a huge heat blower with nickname Herman Nelson, the situation improved so we were ready to fly. Unfortunately, all the heating did lower the aircraft battery so that the engines were not able to start. Recharging the batteries took us another hour until we finally took of towards the Beaufort Sea where a small but interesting cloud field with horizontal convective rools was probed. 

The measurement strategy was that Polar 5 sampled the cloud in situ while Polar 6 cruised far above and observed the cloud with remote sensing techniques. The coordination of the aircraft worked very well. The pilots adjusted the speed of both aircraft so that the horizontal distance was about 2 min at 120 kn flight velocity. So we were all happy that already with the first flight we collected a first very promising set of data. 

The clouds were generated above the "open" water. "open" because it again started to freeze due to the low temperature of the last two days. With easterly winds the clouds were blown further west above closed sea ice. Close to the US border they disappeared and so we turned around not to cause any trouble.

For details read here: http://www.uni-leipzig.de/~racepac/flights/flight_01.html 

Winter struck back

Weather above the Arctic circle can change fast and and very significant. After sun shine and almost T-shirt weather on Friday temperatures dropped, wind increased and snow began to fall again. With such bad weather a science flight was not possible. Most of us spend the day for further system checks of the instruments what was quite a tough task as our aircraft remain outside at any time. 

To protect our self from the uninviting temperatures and the strong wind we could lent special polar clothes in advance of the campaign from the AWI. The clothes were packed in kitbags and shipped directly to Inuvik. The sizes we could test in advance in Bremerhaven. Hidden behind the fake fur the your field of view was a little narrow but nose and skin kept warm.

Teaching among scientists

Although we have quite a few seats for instrument operators in the two aircraft there will never be enough seats for all volunteers. Polar 6 hast tree comfortable mission seats and two additional benches each made for two passengers. Having eleven individual large instruments on board this is still not enough so that we have to share our duties during the flights and operate also other instruments than our own. After the certifications flights the two major groups operating the cloud particle measurements and the group running aerosol and trace gas sensors internally met and had a brief introduction to the other instruments. Fortunately, the Aurora Research Institute provides provides specials lab only made for this purpose ;) 

Certification Flight Polar 6 - April 26th

Short after the arrival of Polar 6 also the PMS probes arrived in Inuvik. Only one week from Oberpfaffenhofen to Northern Canada. That was quick regarding the two official Easter holidays in Canada. The boxes were soon unpacked and in  record-breaking time, the equipment was installed on Polar 5. First ground test have been made already on Friday. For all our surprise, all probes basically worked after the long journey, except some non-critical Ethernet problems. With all system running we could perform two short test flights which were required for the final certification of the Polar 6 science configuration. The first flight last about one hour with an ascent up to 10.000 ft. The second flight was much shorter. With 15 min between takeoff and landing it was just a quick circle around the airport. Between the two flights we exchanged one additional probe and rotated also the science crew to let everyone test its own instrument. During the first flight even some clouds with ice crystals could be observed by the PMS probes what we did not expect from the weather forecast but was a fortunate coincidence. So the HaloHolo probe recorded its first holograms of ice crystals. 

Lunchtime in Inuvik

After an early start in the day and hours of work on P5 and P6 at the airport, a proper lunch is highly appreciated by everybody.

During the campaign, it is provided by Joey Watters of Inukshook Catering at Aurora College. Hot soup, salads, wraps, sandwiches, chicken - he always comes up with new delicious combinations.

 

After having had lunch directly at Aurora College the first two days, from now on Joey is serving it directly at Aurora Research Institute. This way, everyone is more flexible which is a huge advantage especially for those working at the airport. Of course, lunchtime is always a good occassion to catch up with other groups or just to relax a bit.

Thanks Joey, we all enjoy your cooking!

Little Mackenzie

While today the sun was almost burning so that the melting snow forms small streams everywhere in town, we continued preparing for the certification flight of Polar 6. The PMS probes were unpacked and tested in lab and at the aircraft. Cabin instruments were also tested and repaired thoroughly so that despite of some problems we are almost ready to have Polar 6 in the air tomorrow.  Although the warm temperatures of up to 7°C are not what we have and still do expect for ideal measurements, it really helped to work on the aircraft. Screwing, wire testing and calibrating without gloves was highly appreciated.

Tatort Inuvik

Today at 8:40 pm in front of the liquor store. What might have happened here? Robbery? Drunken Driving?

What we already could conclude is that the liquor store is a quite busy and often visited place in town. 

First Race won by Polar 5

Although Polar 5 had a longer way starting from Bremerhaven and giving Polar 6 (which started its ferry flight already in Canada) a big advance, Polar 5 won the race (mostly a battle with bad weather) and arrived yesterday around noon. A first welcome committee said 'Hello' to the pilots, inspected the aircraft and picked up some important boxes (probably including cheap food) which were traveling with Polar 5. 

Polar 6 not struggling long with its defeat in this first race speed up a lot today and made it short after noon to Inuvik. More than half a day earlier than yesterdays estimate. 

With both aircraft in Inuvik, we already wrote AWI-history as this is the first time both Polar aircraft met outside their home basis in Bremerhaven or Muskoka. Now work on the instruments and final installations can begin. 

Logistic Support

When you have a measurement campaign like this, it means also that you need to have a lot of logistic support. Accommodations, offices, lab space as well as cars are needed. Here in Inuvik we have the great possibility to work together with the Aurora Research Institute (ARI). They support us with a large office for all the campaign members and provide us with the possibility to use their labs. This way we have a place where we can work together, have a pretty good internet connection to stay in contact with our colleagues and friends at home and a room with a projector where we can have our daily meetings to prepare the flight plans. Additionally, and also important, the ARI provides us with great guesthouses. Each house is equipped with bedrooms for six people, a bathroom and a lounge. But the most important thing is that each house has a well equipped kitchen so that we do not have to go for lunch or dinner into a restaurant every time. It will save us a lot of money and will also help to bring the group together, even if the daily work is finished. All in all it is to say that we will have the best logistic conditions for a great running campaign.

Ice Road / Inuvik - Tuk

Here up in the north winters are cold enough to let freeze even the Mackenzie river. The ice is more than 3ft thick and can bear also heavy weights. So people use the river as a road, the so-called ice road. One part of the ice road begins in Inuvik and follows the river up to Tuktoyaktuk. This will be the direction which one research container from MPI Mainz will take the next days. The container will be the basis to set up a ground station for aerosol particle measurements close to the sea ice. 

At the moment, temperatures are still low enough so that the ice road is still open as I could could convince myself today. In May with ongoing melting, this can change quickly. Hopefully not before our ground station is running with all instruments.

By the way, this year might be one of the last that the complete ice road will be prepared. Currently constructions are under way for a full year road serving Tuktoyaktuk.

Commercial Science Flights

Even during commercial flights into the Arctic you may encounter interesting clouds as happened to me today between Edmonton and Inuvik. Both images below show a kind of mixed-phase clouds. The right one is horizontally mixed, with patchy liquid water parts ('solid' surface) and ice parts (diffuse surface). Impressive are the two optical phenomena, a sub sun and a sub sun dog which both indicate non-spherical ice crystals, most likely horizontal oriented plates.                

The left images (contrast enhanced) shows an interest cloud formation. The liquid layer ('solid' surface) looks quite thin while the ice layer (diffuse surface) is very thick and mostly consists of fall streaks (virga). There must have been very efficient conditions for ice nucleation and growths while still producing liquid water at the top as the cloud did not suddenly disappeared but remained stable. Would be nice to observe such clouds also during the research flights.

Traveling to Inuvik

From Europe to Inuvik/NWT it is quite a long long distance. Not even to think about direct flight connections. When you are not lucky to live close to a big international airport, you will have six starts and six landings during your journey. Europe-Inuvik is not done on a single day even as you gain an 8 hour time shift. Starting in Leipzig, you will have to fly to Frankfurt, then to some bigger town in Canada and from there to Edmonton. This is where you will have to stay a night before continuing via Yellowknife, Norman Wells and finally reach Inuvik. This sums up to more than 15 hours flight time and makes you totally tired.

The good thing is, that due to the time shift and jetlag you do not have any problem to get to the early flight by Canadian North. I was waking up the first time at 22:30... (6:30 MEST). Surprised by the lot of snow, I waited for a shuttle bus, mostly driven by non native Canadians, who always complain about the weather in Edmonton.

The two stops in Yellowknife and Norman Wells are just stops to let off some passengers and get other new on board. In Norman Wells you will usually be allowed to leave the aircraft during the short stop. That's always worth as you get a nice view on the MacKenzie which is directly in front of Norman Wells.

Welcome to RACEPAC!

Here you can follow our activities during the research campaign RACEPAC, which stands for Radiation-Aerosol-Cloud Experiment in the Arctic Circle.

Further information on the scientific objectives, our measurement equipment and far more you can find on the RACEPAC webpage:

 http://www.uni-leipzig.de/~racepac/index.html