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N A S A TECHNICAL
MEMORANDUM
GROUND WINDS FOR KENNEDY SPACE CENTER, FLORIDA (1978 VERS ION)
By 1). L. Johnson ar.d S. C. Brown Space Science6 Laboratory
July 1978
NASA
George C, Mdrrhall Spme Flight Center M a ~ ~ h d l l Space Flight Centeq Ahbdma
i 'EST .4VA I LABLE COPY
https://ntrs.nasa.gov/search.jsp?R=19780021755 2018-07-11T03:29:38+00:00Z
TABLE OF CONTENTS
A. l~ ;~c l \gr -outd ................................. .> - 1 . l<utlu :1y c kicnt:lt ion ........................... .Y - C'. 1);lt;l I'scri .................................. :) .................. I?. ('on~l)i~t:ttic~n:II AIc\t)~tds Eqtr;~tiotis t i .......................... E. Espl:~n;~t ion o f 'I':~lllcbs 1 0
REFERENCES. . . . ................................. 15
i i i
Figure
LIST OF ILLUSTRATIONS
Title Page
I. Space Shuttle Orbiter landing on runway 33 at KSC, F l o r i d a . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
.................... 2. KSC Space Shuttle runway 15-33 4
............ 3. M C percentage of prevailing wind direction 5
................ 4. M C mean surface wind speed (knots) G
....... 5. B C crc>sswind :'tailwind syccd interval percentages 12
LIST OF TABLES
TECHNICAL MEMORANDllM 78181
GROUND WINDS FOR KENNEDY SPACE CENER, FLORIDA (1978 VERSION)
I. INTRODUCTION
This roport deals with surf:rce-lev01 wind conditions for NASA's Konnody Space Ccntor (Ksc), Vlorida. including the Capo Canavord, Florida, arm. Since KSC will be the primary ltmding s i te after the flrst four Orbital Flight Tests of the Space Ehttttlc, these s t ~ t i s t i c s nuly prove useful in nlission planning activities. This report pr'cscnts low-level crosswind, headwind, tailwind, and hendwind rewrsd stati.utics by hour anti month for use with thc main KSC Shuttlo runwuy orientation.
Tho winds weri8 rccorckd :lt Ulc C:qw C:mt~wrt\l Air Forco Skrtion (CCAFS). In hlimch 1!)7H the wind ubscrv:ition site was nloved to the Shuttle runway. Evcn though thc Shuttlc runwuy (approximately 11.5 nrilcs northwest of the CCAFS wind observittion sitt?) nuiy exhibit sonlc difforencos in the wind rcgimo - perhaps more thunckrstornrs o r different rson-breczo offccts - tho wind statistics prcscntcd provide tho &st nvailirble nlission planning infornlation to date. '1'Ns docunwnt s i ~ y c r s c d ~ s NASA Clt-12S995 :id should be usud in place of it.
I I. ARRANGEMENT OF TABLES
Tublcs :Ire nutilk red anti :lrrclngcd by month1 y rofeivnce p r i o d , with subnunhi?rs used to identify tho crosswind, ktilwind, headwind, o r w v c r s d statistics within txrch month :is follows:
Scction 111
Crosswind: 'l'ablas 1.1 thrcn~gh 13.1
Tailwind: 'I';~blos 1.2 through 13.2
Crosswind versus 'railwind: Tablos 1.3 through 13.3
Headwind Reversals: Tables 1.4 through 13.4
Headwind: Tables 1.5 through 13.5,
I I I. RUNWAY CROSSWINDS, TAILWINDS, AND HEADW IN0 REVERSALS
A. Background A study similar to the one pmsented here was previously done for the
NAsA~SC, Florida a rea in October 1972 ( 1 1. That study used hourly peak ground wind data to determine optimum runway orientation by minimizing critioal high crosswind component frequencies. The proposed runway orienta- tion was then used in conjunction with tho hourly peak wind data to determine frequenaies of headwind-to-tailwind reversals that resulted i n specified tailwind speeds. The present KSC wind study expnnds on the two types of infornuition determined previously for KSC nnd adds a soction on tailwinds m d headwinds done. This type of runwny wind study was also completed for tho Edwards AFB area I2l.
B. Runway Orientation
The runway of intawst for NASA Shuttic Orbitcr landings at KSC is Space Shuttle runway 15-33 ( 150-330 dcgrocs) . Figure 1 i s an artist 's conception of the Space Shuttle Orbiter making i t s final approach (townrd the north) onto the KSC runwny end 33 after completing R spncc mission. Figure 2 indicates the general layout of the Shuttls runwny. Tho runway i s designated 15-33 because of its angle of separation in dcgrces clockwise from mngnetlc north and indicatcs a pilots approach townrd that direction. That is, a pilot desiring to land toward the south on 15-33 would cntor from the north end (IS) , thereby allowing him to land toward 150 dcgrccs, Tho runwny orientation with respcct to truo north i s within 0.5 dogree of n~agnctic north, All magnetic runwny wind statistics given in this report were conlputod with rcspcct to true north.
The Shuttle runway i s oriontod s o that a vchiclo landing from the northwest toward the southenst will probably be landing into :I heactwind during tho summer months. Figure 3 19) gives tho prevailing surfnco wind dimction vcrsus hour and month. The mspcctive prcentagcs of tho prcvniling direction arc givcn within each box. These preva i l lq KSC wdnd directions u e r c dcvclopcd by using
krr i t t islrnd
i r ,
D. Computational MethodslEquations
Parallel wind = { cos
where
RA = runway angle measured from t rue north
W1) = wind direction i n degrees clockvrlse from true north
WS = wind speed in knots.
When computing a parallel runway wind, sign is in~port;urt. If equation (3) gives a posit t to velocity (+), it &\fine,? a tdlwind. Conversely, a negative velocity (-) defines a headwind. Critic:d t a i l ~ i n d interval l i ~ n i t s of 1 to 4 , 5 to 9, and 10-up knota were used by hour and nwnth in computing the runway tailwind probabilities as given in Tables 1.2 through 13.2, Finally, crosswind-versus-tailwind per- centages are given in T.ables 1.3 through 13.3 by month and hour for each runway.
3. Headwind R o v c r s d Procedure. In this m d g s i s of runway het~dwind components an attempt has k e n made to answer sonic basic questions concerning 1 hour wind reversal frequencies. F o r cxan~plc , (1) \\'hat is Ulc probability that the wind component parallel to the runway will m v c r s c direction? ( 2 ) Do reversa l s frum northwest to southcast c o n y m c n t s occur a s frequently :IS south- east to rorthwest ch;u~gcs? (3) Suppose thc wind dircctlon a t some specified tinlo is known; what then is thc conciition:d prcbability of a reversal '?
a. Frequency of \\'ind Revcrsnls. To c:dcul:~tc this value i t is only necessary to count thosc cnvcs when thc paridlcl wind component switches from one hour tn the next; i . c. , i f ~ h c compmc~nl wcs fronl (+) to ( -) o r from ( -) to (+), this indicates a switch and is hll icd. Dividing this tally by tile ent i re hourly data sample gives a ~w?rccnt frequency (occurrence r:W) of the wind reversing on the runway ovcr that t ime inkrircll. This proccdurc is expressed in equation (4) a s follows:
where
X(I, , I ) = pcrccnt frequency of pnrtdlcl con~poncnt wind ;vvcrs;d for month I ;uid t ime pcriod ,1
.- I . I*.
Y(I,3) = number of occurrences of parallcl wind reversals during month I and time period J
Z(1, J) = total observations during morrth I and time period J.
The reversal Ml i e s were entered on the resulting hour; i.e,, a reversal wind between 0700 and OH00 15T is entered a t W O O LST (the resulting time). However, since hours a r e combined into time intervals, this was entered as a tally within the 06-08 3 hour time interval. These values a r e listed in column 1 (TOTAL) of Tables 1.4 through 13.4A.
b. Southeast b Northwest m d Northwest to Southeast Reversals. How often does a southcast wind component reverse to a northwest wind compo- nent frvm 1 hour to the next? To compute these r eve r sds , the number ot south- east to northwest component changes a rc tallied and than divided by the total number of observations for that time period. These values appear in columr, 2 (HEAD-TAIL) of Tables 1.4 through 13,4A for runway 15 but in column 3 (TAIL-HEAD) for runway 33. Wind component changes from northwest to southeast arc c:dculiltcd in the s m e way.
c. Conditiond Wind Reversals, Given a soutlreast parallel compo- nent find initially, how often docs this southeast wind change into a northwest wind ~wmponcnt by thc next hour? This third question deals with the conditional statenlent that given a southeast wind, what is the probability of i t s changing into a northwcst wind; i,e., P(MV ISE). In this third question we must look at only the hourly southeast components in the data sample and then tally the southeast to northwest wind changes over an hour. This t d l y must be divided by the number of southeast wind co~nponcnts in the s:unple, not by the total data sample, because prior knowledge o f the wind direction is assumed (i.c., south- east winds a re set as given initially). Scc calun~ns 4 and 5 cf 'rablcs 1.4 through 13.4A. Likewise, column 5 prcscnts the conditional percentage frcqucncy of a northwest to southeast reversal by using the same method.
In this section the following conditional probability equation was used:' .
P(XIz)I) = loo Y(r,,r) z (I, ti)
- 1. Tho tcrniinology givcn hum is rcvcrsed when considering the probability of
a headwind givun :I tailwind.
9
1 1
where
P(X1 2)i1 = condl t lod pmb~bil i ty of the occurrence of a tailwind (X) given a headwind (2) initially during month I and time J
Y(I, J) = the number of headwind-to-tailwind c h m s during month I and time period .J
Z(1, J) = the totnl number of hcndwinds in the month I/time .I data sample.
Tables 1.48 through 13.413 also give headwind reversd statistics, but here the statistic^ wc broken out into specified resultant tnilwind magnitude categories (i.e., resultant tailwinds of >0-3, 4, 8, .$ knots).
Throughout this hc:\dwind reversal section both calm conditions and direct crosswinds were amsidered as f:lvor:~ble lmiing conditions.
4. He;\dwind Com~nment Procedure. Headwind comyoncnt statistics parallel to thc runway :xe often roqucstcd. Computed in Tables 1.5 through 13.5 are cumulative perccntap frt?quoncics of hondwind conlpononts calculated dong the runwny during daytinre hours (06-17 hours). These tables wore computod by equation (3), using only those wlnd observations that displayed a headwind conlponent dong the syocified runway. TNs means that for the runway I t computntions, for cxample, dl observations of wind directions from approximately west through north to east (tailwind componontsj were eliminated. This accounts for the lower nunlbcr of total obst.rvations given in the tables. The component speed column should \Jc intcrprotod as follows: 0-1 includes speeds from 0 to 0.9 knot; 1-2 contains values from 1.0 to 1.9 knots, etc. Calms arc included in the tero category.
E. Explanation of Tables
Tables 1.1 through 13.1, 1.2 throufih 13.2, nnd 1.3 through 13.3 of thls report arc presented as ycrccnt,agcs of crosswinds o r tailwinds within seloctcd wlnd speed intervds only. Since probability questions of the type "greater than o r equal to a certain valucl' nrc usunlly asked (indicating an uccumidatod effect), om must add t c~c thur rows of pcrccntages turd, :\t Unrcs, columns :is woll. Tables 1. -1A through 13.4A give the percent of wind rcve r sds for l'idl" resultant tallwind (or hcndwind) nlngnitudes, whercns Tablea 1.4B through 13. break out tho revered stntistics into spcifiod tailwind catcgofles.
The cfitlcal crosswind o r tailwind speed interval headings, 1 to 4, 5 to 9, eb., are to be interpreted as 1 through 4 knots, 5 through 9 knots, etc. Also, a m crosswinds are classified as all winds that are ( 1) calm, ( 2) c 1 knot, and (3) parallel to the runway. Zero tallwlnds have not been tabulated, but all
.tallwinds > 0 knob and < 1 knot were placed within the 1 to 4 knot classification intewal during data analysis. The time intervals given (1.e.. 00-02, etc.) indicate eight 3 hour intervals, and they are expressed in LST.
1. Crosswind Example, Tables 1.1 through 13.1 give percentages of critlcd crosswind occurrences within critical crosswind speed intervals versus hour of drrp for the runway and month. Since runway end number does not matter when computing crosswinds, the runway is listed as 15-33 on those tables. Examples follow concerning the use of Tables 1.1 thmugh 13.1 in which cross- wind occurrence percentages can be easily calculated by summing up percentages in the appropriate row. For runway 15-33 between hours 00-02 for the April reference period, Table 4.1 gives a 45.31 percent chance of encountering a crosswind r 5 knots, One must 3dd 40.80 + 3.33 + 0.68 + 0.25 + 0.25 = 45.31. This also means that 54,69 percent (1.e.. 50.99 + 3.70 = 54,69) of the cross- wind@ are < 5 knots. Similarly, crosswind percentages ? 20 knots can be computed for all hours on runway 15-33 by ridding, on the 00-23 Une (under HRS), 0.36 + 0. SO to arr ive a t a percentage of 0.66. In this same category, zero crosswinde (calm conditions, crosswinds < 1 knot, o r winds parallel to the runway) occur 2.18 percent of the time.
2. Tallwind Example. Tables 1.2 through 13.2 give percentage fre- quencies of tailwind components within critical tailwind speed intervals versus hour of day for the runway heading and month. Since landing direction does play a part in the coniputotion of tailwinds ( o r headwinds), the runway i s listed as 15 and 33, indenting the approach direction (i.e., 15 i s landing into 150 degrees from tho nortliwcst end of the runway). Sonrc exaniplcs follow that indicate the use of Tables 1.2 through 13.2. Again, the format of the tables is similar to that of Tablos 1.1 through 13.1, and the tailwind statistics presented are not accumulated, Tho April tdlwind percentage r 5 knots between 00-02 hours 1ST for runway 15 as presented on the loft side of Table 4.2 is 0.87 (0.62 + 0.25 = 0.87). The cornpanton table of 4.2 indicates a tailwind percentage of 78.71 for runway 33 for the sme specified conditions. The 78.71 percent on runway 33 can also be interpreted ns the percentage of headwinds on runway 15. A tailwind on one runway heading (33) is a headwind on the other end of the runway i 15). Combined percentiles for dl hours can be obtdned fmnr tho 00-23 TOW.
RUNWAY 15, HOUR 0, KSC. FLORIDA. APRIL
CROSSWINO LlMlrS ZERO 14 69 10-14 16-19 10-24 %-UP CROSS TOTAL'
* + + 1.11 0.74 0.a' 000 0.00 0.00 0.00 * l a 6 * * *
-I-------- - - - - 0.14 * 0.00'r0.66 0.19 0.00 0.00 -0%: 0.00 *
t I t 4r * OM) 019 0.00 0.00; 0.00 , ,o .(B ,, mo L'E!!, , A , , , , , , , , ----,
t
1.11 1.30 0.19 0.19 0.00 0.00 0.00 * 2 . 7 8 r *= r . TOTAL PERCENTAGES WITHIN DASHED ( --I AREA 0.94 PERCENT.
IV, CONCLUSION
ti.
REFERENCES
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TABLE 1
3.1.
H
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SP
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FL
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FO
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3.2.
H
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TABLE 13.3.
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TABLE 1
3.4.
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APPROVAL
GROUND WINDS FOR KENNEDY SPACE CENTER, FLORIDA (1978 VERSION)
By D. L. Johnson and S. C. Brown
The information in this report has been reviewed for technical content. Review of any infmmation concerning Department of Defense o r nuclear energy activities o r programs has been made by the MSFC Security Classification Officer. This report, in rts entirety, has been determined to be unclassified.
&c@ L ROBERT E. TURNER Chief, Environmental Applications Branch
WILLIAM UT. VAUGHAN Chief, Atmospheric Sciences Division
199 U.9. GOVERNMENT PRINTING GFFICE 1978-740.193/27 REGION NO 4
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