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At least 55 records · Page 3
All sourcesNASA NTRSDOE OSTI
NASA NTRS1986

Development and application of linear and nonlinear methods for interpretation of lightning strikes to in-flight aircraft

Since 1980, NASA has been collecting direct strike lightning data by flying an instrumented F-106B aircraft into thunderstorms. The continuing effort to interpret the measured data is reported here. Both linear and nonlinear finite difference modeling techniques are applied to the problem of lightning triggered by an aircraft in a thunderstorm. Five different aircraft are analyzed to determine the effect of aircraft size and shape on lightning triggering. The effect of lightning channel impedance on aircraft response is investigated. The particle environment in thunderstorms and electric field enhancements by typical ice particles is also investigated.

Rudolph, Terence↗
NASA NTRS1989

Natural and artificially initiated lightning

An evaluation is made of the development status of theories and experimental results concerning both natural and artificially triggered lightning, with a view to prospective research efforts able to deepen understanding of these phenomena. Over the last decade, great progress has been made in methods for identifying and locating natural cloud-to-ground lightning; nationwide lightning-sensor networks employing wideband magnetic direction-finding technology to yield lightning locations in real time are currently operational in the U.S., France, Japan, and Sweden. Triggered lightning, which is the primary atmospheric electricity hazard to aircraft and launch vehicles, research must be done on meteorological and electrical environments associated with the threat.

Uman, Martin A.↗
NASA NTRS1986

A wide bandwidth electrostatic field sensor for lightning research

Data obtained from UHF Radar observation of direct-lightning strikes to the NASA F-106B airplane have indicated that most of the 690 strikes acquired during direct-strike lightning tests were triggered by the aircraft. As an aid in understanding the triggered lightning process, a wide bandwidth electric field measuring system was designed for the F-106B by implementing a clamped-detection signal processing concept originated at the Air Force Cambridge Research Lab in 1953. The detection scheme combines the signals from complementary stator pairs clamped to zero volts at the exact moment when each stator pair is maximally shielded by the rotor, a process that restores the dc level lost by the charge amplifier. The new system was implemented with four shutter-type field mills located at strategic points on the airplane. The bandwidth of the new system was determined in the laboratory to be from dc to over 100 Hz, whereas past designs had upper limits of 10 Hz to 100 Hz. To obtain the undisturbed electric field vector and total aircraft charge, the airborne field mill system is calibrated by using techniques involving results from ground and flight calibrations of the F-106B, laboratory tests of a metallized model, and a finite-difference time-domain electromagnetic computer code.

Zaepfel, K. P.↗
NASA NTRS1989

A wide bandwidth electrostatic field sensor for lightning research

Data obtained from UHF radar observation of direct-lightning strikes to the NASA F-106B aircraft have indicated that most of the 690 strikes acquired during direct-strike lightning tests were triggered by the aircraft. As an aid in understanding the triggered lightning process, a wide bandwidth electric field measuring system was designed for the F-106B by implementing a clamped-detection signal processing concept originated at the Air Force Cambridge Research Lab in 1953. The detection scheme combines the signals from complementary stator pairs clamped to zero bolts at the exact moment when each stator pair is maximally shielded by the rotor, a process that restores the dc level lost by the charge amplifier. The system was implemented with four shutter-type field mills located at strategic points on the aircraft. The bandwidth of the system was determined in the laboratory to be from dc to over 100 Hz, whereas past designs had upper limits of 10 to 100 Hz. To obtain the undisturbed electric field vector and total aircraft charge, the airborne field mill system is calibrated by using techniques involving results from ground and flight calibrations of the F-106B, laboratory tests of a metallized model, and a finite difference time-domain electromagnetic computer code.

Zaepfel, Klaus P.↗
NASA NTRS2002

Lightning Return-Stroke Current Waveforms Aloft, From Measured Field Change, Current, and Channel Geometry

Direct current measurements are available near the attachment point from both natural cloud-to-ground lightning and rocket-triggered lightning, but little is known about the rise time and peak amplitude of return-stroke currents aloft. We present, as functions of height, current amplitudes, rise times, and effective propagation velocities that have been estimated with a novel remote-sensing technique from data on 24 subsequent return strokes in six different lightning flashes that were triggering at the NASA Kennedy Space Center, FL, during 1987. The unique feature of this data set is the stereo pairs of still photographs, from which three-dimensional channel geometries were determined previously. This has permitted us to calculate the fine structure of the electric-field-change (E) waveforms produced by these strokes, using the current waveforms measured at the channel base together with physically reasonable assumptions about the current distributions aloft. The computed waveforms have been compared with observed E waveforms from the same strokes, and our assumptions have been adjusted to maximize agreement. In spite of the non-uniqueness of solutions derived by this technique, several conclusions seem inescapable: 1) The effective propagation speed of the current up the channel is usually significantly (but not unreasonably) faster than the two-dimensional velocity measured by a streak camera for 14 of these strokes. 2) Given the deduced propagation speed, the peak amplitude of the current waveform often must decrease dramatically with height to prevent the electric field from being over-predicted. 3) The rise time of the current wave front must always increase rapidly with height in order to keep the fine structure of the calculated field consistent with the observations.

Willett, J. C.↗
NASA NTRS1989

Effects of lightning on operations of aerospace vehicles

Traditionally, aircraft lightning strikes were a major aviation safety issue. However, the increasing use of composite materials and the use of digital avionics for flight critical systems will require that more specific lightning protection measures be incorporated in the design of such aircraft in order to maintain the excellent lightning safety record presently enjoyed by transport aircraft. In addition, several recent lightning mishaps, most notably the loss of the Atlas/Centaur-67 vehicle at Cape Canaveral Air Force Station, Florida in March 1987, have shown the susceptibility of aircraft and launch vehicles to the phenomenon of vehicle-triggered lightning. The recent findings of the NASA Storm Hazards Program were reviewed as they pertain to the atmospheric conditions conducive to aircraft lightning strikes. These data are then compared to recent summaries of lightning strikes to operational aircraft fleets. Finally, the new launch commit criteria for triggered lightning being used by NASA and the U.S. Defense Department are summarized. The NASA Research data show that the greatest probability of a direct strike in a thunderstorm occurs at ambient temperatures of about -40 C. Relative precipitation and turbulence levels were characterized as negligible to light for these conditions. However, operational fleet data have shown that most aircraft lightning strikes in routine operations occur at temperatures near the freezing level in non-cumulonimbus clouds. The non-thunderstorm environment was not the subject of dedicated airborne lightning research.

Fisher, Bruce D.↗
NASA NTRS1989

Lightning flashes triggered in altitude by the rocket and wire technique

Electrical measurements were conducted in 1987 and 1988 on streamer and leader discharges occurring during the first stages of a triggered flash. This paper describes the pulsing phenomenon observed at positive leader onset (typical pulsing rate 25 microns), and it is shown that the same process happened in the case of the ignition of a flash triggered in altitude; with a wire several hundred meters long, positive leader propagates alone for several ms before the ignition of the downward negative stepped leader.

Laroche, P.↗
NASA NTRS2011

Camp Blanding Lightning Mapping Array

A seven station, short base-line Lightning Mapping Array was installed at the Camp Blanding International Center for Lightning Research and Testing (ICLRT) during April 2011. This network will support science investigations of Terrestrial Gamma-Ray Flashes (TGFs) and lightning initiation using rocket triggered lightning at the ICLRT. The network operations and data processing will be carried out through a close collaboration between several organizations, including the NASA Marshall Space Flight Center, University of Alabama in Huntsville, University of Florida, and New Mexico Tech. The deployment was sponsored by the Defense Advanced Research Projects Agency (DARPA). The network does not have real-time data dissemination. Description, status and plans will be discussed.

Blakeslee,Richard↗
NASA NTRS2021

Development and Analysis of a Thick Cloud Layers Database for Lightning Launch Commit Criteria Improvement

Lightning can pose a potential threat to space launch vehicles. In response to this, rules were created called the Lightning Launch Commit Criteria (LLCC) that help weather personnel evaluate the potential for natural and rocket-triggered lightning. One of the ten LLCC with the least research is called the Thick Cloud Layers rule. To further understand electrification of thick cloud layers and potentially improve the Thick Cloud Layers rule, a database of thick cloud layers that occurred over the Eastern Range was created. This database is then used to create an algorithm for identifying and differentiating thick cloud layers from other cloud types based on radar characteristics, temperature levels in reference to cloud height, and the surface electric field. By analyzing and identifying thick cloud events, this project could help narrow down when thick clouds are occurring and potentially minimize unnecessary launch delays. Events that caused LLCC violations involving the Thick Cloud Layers rule were analyzed by hand using Level-2 NEXRAD radar data from the National Weather Service WSR-88D radar in Melbourne with the program GR2Analyst. Cases that were found to be isolated and not involved with convection were recorded (date, start/end time, location) in a database. Radar data associated with these cases was collected and gridded using Python radar packages. Once gridded, I calculated and recorded for each radar scan the following radar reflectivity driven parameters within an 11x11 km bin centered on each 1 square km grid point: the mean reflectivity colder than 0 degrees Celsius, Maximum Radar Reflectivity (MRR) colder than 0 degrees Celsius, Volume Averaged Height Integrated Radar Reflectivity (VAHIRR), Hydrometeor Identification (HID), the difference between the maximum and mean reflectivity, the cloud depth colder than 0 degrees Celsius, the overall cloud depth, the cloud top, and the cloud bottom. Soundings for each event were used to determine cloud temperature levels, and where the cloud is in relation to the freezing level. Electric field mill data collected over the Eastern Range was used to determine surface electric fields below each cloud. All parameters were analyzed in depth for several thick cloud cases to gain an understanding of typical thick cloud characteristics. Cases of thick clouds and other isolated cloud types were also recorded for training purposes to see if enough differences exist between cloud types to differentiate them with an algorithm. Each case along with its corresponding characteristics was recorded in a database, and this database was used to compare differing cloud types, as well as train the algorithm to detect thick clouds.

Lightning↗
DOE OSTI2025

ThunderDOEME: A Seismoacoustic Deployment at Langmuir Observatory

This report documents a two-month deployment of seismoacoustic instrumentation at the Langmuir Observatory, located outside Socorro, New Mexico. A total of eleven Fairfield Nodal Seismometers and fifteen GEM infrasound loggers were deployed from June 2 to August 5, 2025. The nodal seismometers recorded data for an average of 34 days, while the GEMs had variable operational durations throughout the deployment period. The primary objective was to capture thunder signals using seismoacoustic instrumentation, contributing to a better understanding of the acoustic and seismic phenomena associated with thunder. Coinciding with this deployment, optical and electric field sensors were present, providing information regarding the timing and location of lightning strikes in the region. Additionally, triggered lightning strikes were conducted, serving as a ground truth for validating the captured thunder signals. Preliminary analysis of the data reveals clear thunder signals in both the seismic and infrasound recordings, with peak frequencies observed across a range of 4 to 40 Hz, depending on the event.

47 OTHER INSTRUMENTATION↗
NASA NTRS1999

Analysis and Assessment of Peak Lightning Current Probabilities at the NASA Kennedy Space Center

This technical memorandum presents a summary by the Electromagnetics and Aerospace Environments Branch at the Marshall Space Flight Center of lightning characteristics and lightning criteria for the protection of aerospace vehicles. Probability estimates are included for certain lightning strikes (peak currents of 200, 100, and 50 kA) applicable to the National Aeronautics and Space Administration Space Shuttle at the Kennedy Space Center, Florida, during rollout, on-pad, and boost/launch phases. Results of an extensive literature search to compile information on this subject are presented in order to answer key questions posed by the Space Shuttle Program Office at the Johnson Space Center concerning peak lightning current probabilities if a vehicle is hit by a lightning cloud-to-ground stroke. Vehicle-triggered lightning probability estimates for the aforementioned peak currents are still being worked. Section 4.5, however, does provide some insight on estimating these same peaks.

Johnson, D. L.↗
NASA NTRS2010

Rationales for the Lightning Flight-Commit Criteria

Since natural and artificially-initiated (or "triggered") lightning are demonstrated hazards to the launch of space vehicles, the American space program has responded by establishing a set of Lightning Flight Commit Criteria (LFCC), also known as Lightning Launch Commit Criteria (LLCC), and associated Definitions to mitigate the risk. The LLCC apply to all Federal Government ranges and similar LFCC have been adopted by the Federal Aviation Administration for application at state-operated and private spaceports. The LLCC and Definitions have been developed, reviewed, and approved over the years of the American space program, progressing from relatively simple rules in the mid-twentieth century (that were inadequate) to a complex suite for launch operations in the early 21st century. During this evolutionary process, a "Lightning Advisory Panel (LAP)" of top American scientists in the field of atmospheric electricity was established to guide it. Details of this process are provided in a companion document entitled "A History of the Lightning Launch Commit Criteria and the Lightning Advisory Panel for America s Space program" which is available as NASA Special Publication 2010-216283. As new knowledge and additional operational experience have been gained, the LFCC/LLCC have been updated to preserve or increase their safety and to increase launch availability. All launches of both manned and unmanned vehicles at all Federal Government ranges now use the same rules. This simplifies their application and minimizes the cost of the weather infrastructure to support them. Vehicle operators and Range safety personnel have requested that the LAP provide a detailed written rationale for each of the LFCC so that they may better understand and appreciate the scientific and operational justifications for them. This document provides the requested rationales

Willett, John C.↗
NASA NTRS1991

Submicrosecond characteristics of lightning return-stroke currents

The authors describe the experimental results obtained during 1987 and 1988 triggered-lightning experiments in Florida. Seventy-four simultaneous submicrosecond time-resolved measurements of triggered return-stroke current (I) and current derivative (dI/dt) were made in Florida in 1987 and 1988. Peak currents ranged from about 5 to 76 kA, peak dI/dt amplitude from 13 to 411 kA/microsec and rise time from 90 to 1000 ns. The mean peak dI/dt values of 110 kA/microsec were 2-3 times higher than data from instrumented towers and peak I and dI/dt appear to be positively correlated. These data confirm previous experiments and conclusions supported by forty measurements. They are important in order to define, for example, standards for lightning protection. Present standards give a dI/dt maximum of 140 kA/microsec.

Leteinturier, Christiane↗
NASA NTRS1999

Lightning Launch Commit Criteria for America's Space Program

The danger of natural and triggered lightning significantly impacts space launch operations supported by the USAF. The lightning Launch Commit Criteria (LCC) are used by the USAF to avoid these lightning threats to space launches. This paper presents a brief overview of the LCC.

Roeder, W. P.↗
NASA NTRS1991

Damage to metallic samples produced by measured lightning currents

A total of 10 sample disks of 2024-T3 aluminum and 4130 ferrous steel were exposed to rocket-triggered lightning currents at the Kennedy Space Center test site. The experimental configuration was arranged so that the samples were not exposed to the preliminary streamer, wire-burn, or following currents that are associated with an upward-initiated rocket-triggered flash but which are atypical of naturally initiated lightning. Return-stroke currents and continuing currents actually attaching to the sample were measured, augmented by close-up video recordings of approximately 3 feet of the channel above the sample and by 16-mm movies with 5-ms resolution. From these data it was possible to correlate individual damage spots with streamer, return-stroke, and continuing currents that produced them. Substantial penetration of 80-mil aluminum was produced by a continuing current of submedian amplitude and duration, and full penetration of a 35-mil steel sample occurred under an eightieth percentile continuing current. The primary purpose of the data acquired in these experiments is for use in improving and quantifying the fidelity of laboratory simulations of lightning burnthrough.

Fisher, Richard J.↗
NASA NTRS2005

Radar Evaluation of Optical Cloud Constraints to Space Launch Operations

Weather constraints to launching space vehicles are designed to prevent loss of the vehicle or mission due to weather hazards (See, e.g., Ref 1). Constraints include Lightning Launch Commit Criteria (LLCC) designed to avoid natural and triggered lightning. The LLCC currently in use at most American launch sites including the Eastern Range and Kennedy Space Center require the Launch Weather Officer to determine the height of cloud bases and tops, the location of cloud edges, and cloud transparency. The preferred method of making these determinations is visual observation, but when that isn't possible due to darkness or obscured vision, it is permissible to use radar. This note examines the relationship between visual and radar observations in three ways: A theoretical consideration of the relationship between radar reflectivity and optical transparency. An observational study relating radar reflectivity to cloud edge determined from in-situ measurements of cloud particle concentrations that determine the visible cloud edge. An observational study relating standard radar products to anvil cloud transparency. It is shown that these three approaches yield results consistent with each other and with the radar threshold specified in Reference 2 for LLCC evaluation.

Merceret, Francis J.↗
NASA NTRS2008

Analysis of Proposed 2007-2008 Revisions to the Lightning Launch Commit Criteria for United States Space Launches

Ascending space vehicles are vulnerable to both natural and triggered lightning. Launches under the jurisdiction of the United States are generally subject to a set of rules called the Lightning Launch Commit Criteria (LLCC) (Krider etal., 1999; Krider etal., 2006). The LLCC protect both the vehicle and the public by assuring that the launch does not take place in conditions posing a significant risk of a lightning strike to the ascending vehicle. Such a strike could destroy the vehicle and its payload, thus causing failure of the mission while releasing both toxic materials and debris. To assure safety, the LLCC are conservative and sometimes they may seriously limit the ability of the launch operator to fly as scheduled even when conditions are benign. In order to safely reduce the number of launch scrubs and delays attributable to the LLCC, the Airborne Field Mill (ABFM II) program was undertaken in 2000 - 2001. The effort was directed to collecting detailed high-quality data on the electrical, microphysical, radar and meteorological properties of thunderstorm-associated clouds. Details may be found in Dye et al., 2007. The expectation was that this additional knowledge would provide a better physical basis for the LLCC and allow them to be revised to be less restrictive while remaining at least as safe. That expectation was fulfilled, leading to significant revisions to the LLCC in 2003 and 2005. The 2005 revisions included the application of a new radar-derived quantity called the Volume Averaged Height Integrated Radar Reflectivity (VAHIRR) in the rules governing flight through anvil clouds. VAHIRR is the product of the volume averaged radar reflectivity times the radardetermined cloud thickness. The reflectivity average extends horizontally 5 km west, east, south and north of a point along the flight track and vertically from the 0 C isotherm to the top of the radar cloud. This region is defined as the "Specified Volume". See Dye et al., 2006 and Merceret et al., 2006 for a more thorough description of VAHIRR. The units are dBZ km (not dBZ per kilometer) and the threshold is 10 dBZ km. It is safe to fly through an anvil cloud for which VAHIRR is below this threshold everywhere along the flight track as long as (1) the entire cloud within 5 nmi. (9.26 km) of the flight track is colder than 0 C, (2) the points at which VAHIRR must be evaluated are at least 20 km from any active convective cores and recent lightning, and (3) the radar return is not being attenuated within the Specified Volume around those points.

Dye, James E.↗