010606 -- Case Summary 
Flight Times: 1733 - 2035

There was no attenuation of the 74C radar during this flight.

Two cases to consider from this day:
1) decaying debris cloud (18:20 - 19:20)
2) convective cloud (20:10 - 20:20)

There was heavy lightning in these cells before the aircraft, but was
mostly gone when the aircraft was there. The motion is hard to
determine. The animation leaves you to think it is moving, but the
individual cells don't seem to go anywhere.

Case 1:
Initially there is convective development W and NW of KSC that moves NE.
The aircraft took off at 17:40. Headed NNW towards dying convection
along coastline. The flight path in the first 30 minutes was NNW of KSC
near convective cells. At 18:20 the citation moves east and completes
several N-S transverses in the stratiform region of a decaying debris
cloud. 
A decaying debris cloud was sampled from 18:20 until 19:20. There were
several examples of high electric fields (+/-5 kV/m) which was usually
accompanied by particle concentrations near threshold values mentioned
above for the total 2D-C and FSSP. The presence of large particles
(larger than 1000 micrometers) was also found to be important in the
region of elevated the fields. 

Case 2: At 19:20 the aircraft heads northward to
a similar stratiform region and continues the N-S transverses. The
aircraft turns southwest at 20:00 to intercept a convective system to
the west of KSC and overpasses the GBFM team at 20:15. The aircraft
lands at 20:30.
A convective cloud was also sampled. The
vertical electric field associated with the deep convective region
reached -40 kV/m. The total FSSP concentration was greater than 10^4
(#/cc) while the total 2D-C remained at 10^2 (#/L) and the large
particle concentration remained below 1 (#/L) as measured by the HVPS.
Ground based potential gradient measurements were also made near the
convective cloud. The field at the ground was positive. At no time in
the flight did the vertical electric field deviate from zero by 5 kV/m
without radar reflectivity greater than 5 dBZ along the flight path and
higher dBZ values were present above or below the flight path. 

Pass through convective cell which mobile was parked below