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NASA NTRS2015

Light-Curve Modelling Constraints on the Obliquities and Aspect Angles of the Young Fermi Pulsars

In more than four years of observation the Large Area Telescope on board the Fermi satellite has identified pulsed gamma-ray emission from more than 80 young or middle-aged pulsars, in most cases providing light curves with high statistics. Fitting the observed profiles with geometrical models can provide estimates of the magnetic obliquity alpha and of the line of sight angle zeta, yielding estimates of the radiation beaming factor and radiated luminosity. Using different gamma-ray emission geometries (Polar Cap, Slot Gap, Outer Gap, One Pole Caustic) and core plus cone geometries for the radio emission, we fit gamma-ray light curves for 76 young or middle-aged pulsars and we jointly fit their gamma-ray plus radio light curves when possible. We find that a joint radio plus gamma-ray fit strategy is important to obtain (alpha, zeta) estimates that can explain simultaneously detectable radio and gamma-ray emission: when the radio emission is available, the inclusion of the radio light curve in the fit leads to important changes in the (alpha, gamma) solutions. The most pronounced changes are observed for Outer Gap and One Pole Caustic models for which the gamma-ray only fit leads to underestimated alpha or zeta when the solution is found to the left or to the right of the main alpha-zeta plane diagonal respectively. The intermediate-to-high altitude magnetosphere models, Slot Gap, Outer Gap, and One pole Caustic, are favored in explaining the observations. We find no apparent evolution of α on a time scale of 106 years. For all emission geometries our derived gamma-ray beaming factors are generally less than one and do not significantly evolve with the spin-down power. A more pronounced beaming factor vs. spin-down power correlation is observed for Slot Gap model and radio-quiet pulsars and for the Outer Gap model and radio-loud pulsars. The beaming factor distributions exhibit a large dispersion that is less pronounced for the Slot Gap case and that decreases from radio-quiet to radio-loud solutions. For all models, the correlation between gamma-ray luminosity and spin-down power is consistent with a square root dependence. The gamma-ray luminosities obtained by using the beaming factors estimated in the framework of each model do not exceed the spin-down power. This suggests that assuming a beaming factor of one for all objects, as done in other studies, likely overestimates the real values. The data show a relation between the pulsar spectral characteristics and the width of the accelerator gap. The relation obtained in the case of the Slot Gap model is consistent with the theoretical prediction.

neutron aEuro" pulsars:↗
NASA NTRS2021

NASA Electric Vertical Takeoff and Landing (eVTOL) Aircraft Technology for Public Services – A White Paper

History has shown that our personal life is highly dependent on the technology that people have developed. A strategic scan of the aerospace environment at the beginning of the 21st century strongly suggests that the world might be approaching a new age of airpower—the era of electrified/hybrid aircraft propulsion. Undeniably, starting from the Montgolfier Brothers balloon flight in 1783, to the Wright Brothers piston engine flight in 1903, and the jet engine of the 1960s, or the space age of today, one can say that leaps in propulsion technology have marked the different ages of human flight. The technological advancements, brought at the beginning of 21st century by the revolution in data exchange, computational power, sensors, wireless communication, internet, and autonomy, contributed to the vision of this new age of propulsion we are approaching. Historically, conventional vertical takeoff and landing (VTOL) aircraft have been equipped with propulsion units relying on complex internal combustion machines (turbines, piston engines, for example), and complex mechanical arrangements (gearboxes, shafts, variable pitch propeller). By contrast, electric VTOL aircraft (eVTOL)1 rely on simpler propulsion units (electric motors and in some cases fixed-pitch propellers). This promotes redundancy and improves tolerance to failures, in turn improving safety. The use of simpler electric propulsion units should also allow significant acquisition and operating cost reductions. Whether full-electric (relying solely on batteries) or hybrid-electric (relying on a combination of batteries, fuel-powered engines, and generators.), eVTOLs are also expected to generate less noise and air pollution than conventional aircraft with similar payloads. According to the 2019 Annual Review of IATA (International Air Transport Association) [ref.1], due to an expected increase in air transport traffic by 5% every year and a doubling of air transport passenger numbers to 8.2 billion by 2037 significant challenges are posed to the aviation industry. Furthermore, this report does not factor in the expected demand for short-range (intra-city) air transportation, which is in development and yet to be operational. The increased demand to fly creates a responsibility to expand in a sustainable manner and an endeavor to develop more environmentally-friendly aircraft. eVTOL aircraft, either piloted or autonomous, is gathering considerable interest worldwide. Modern and novel full-electric or hybrid-electric eVTOL configurations enable a new paradigm shift in air transportation as the aviation industry remains committed to its goals of carbon-neutral growth from 2020 onwards and cutting CO2 emissions to half 2005 levels by 2050. While electric power has been used for decades, recent developments in mobile electric/hybrid propulsion coupled with advanced materials and autonomous systems may create the possibility to transition into the next age of air mobility propelled by electric/hybrid VTOL aircraft technology. Although eVTOL aircraft might seem like an incremental improvement or even a counterintuitive regression with regard to past VTOL development, it has in fact the potential to transform air mobility across a wide range of government applications. Previous transformations in aviation generated dramatic leaps in performance, but the cost was commensurate with performance, limiting quantity produced. This next age appears to take a different approach. Performance may not increase, but at this moment technology is poised for future urban mobility that will spawn commercial passenger drone services, that is, autonomous (pilotless) air taxis and thereby add a new dimension to the urban transportation mix of the future [ref. 2]. Advances in electric propulsion, autonomous flight technology, and 5G communication networks will enable this fast new-growing market to become a reality. It is now time to envision the introduction of electric/hybrid eVTOL aircraft for Public Services2. We believe that in the next decades eVTOL aircraft will have the potential to become an essential tool to Public Service agencies around the world in applications such as firefighting, public safety, search and rescue, disaster relief and law enforcement. This is due to several major factors. • First, with the increasing popularity of small, unmanned aircraft vehicles (UAVs) or drones, many companies today are focusing on the development of passenger UAVs designed to accommodate up to five passengers or equivalent cargo payload. Many such configurations are electric or hybrid-electric designs with VTOL capabilities. Several of these projects have started a flight test program and many more are expected to be in the experimental and development phase in 2020. Such revolutionary vehicles could be in commercial operations by 2030. These eVTOL systems could be ready for selected Public Services missions even sooner. • Second, although these advanced eVTOL vehicles under development still need access to fuel (hybrid) and/or electric charging capability, they can take off and land from almost anywhere. Therefore, such vehicles, both manned and unmanned can be successfully integrated for the critical missions of the Public Services with extra deployment flexibilities. • Third, advancement in electric propulsion systems in the automotive industry together with NASA’s leading efforts in electrification of aircraft propulsion systems, FAA’s ongoing active eVTOL certification programs, and EASA’s proposed framework for the certification of electric/hybrid small category VTOL aircraft in Europe [ref. 3] will help accelerate industry electric propulsion system development and integration. • Finally, eVTOL vehicles could be deployed for Public Services sooner than air taxi or other commercial applications, since Public Services missions may be more easily approved based on specific mission criteria, localized airworthiness authority for public-use aircraft3, and are normally operating under centralized airspace management and control by the theater command. Moreover, public perception and acceptance are generally less of a concern when operations save lives and benefit the wider community. The prioritized introduction of eVTOL aircraft in Public Services is ambitious, but we believe it is achievable in the coming decades if fundamental enablers (people and technologies) are engaged in defining the objectives and needs of these missions. The revolution that is currently taking place in eVTOL aircraft represents an unprecedented opportunity to develop a safer, more affordable, more available and more environmentally friendly future of vertical flight. To ensure that these novel aircraft meet the future expectations of Public Services, it is essential to take a collaborative and multi-disciplinary approach to their development, across engineering disciplines, policy-making, program management, business case development, manufacturing, and flight demonstrations. It should be noted that the term eVTOL (in the near term) used throughout this publication implies aircraft capable of transporting up to 5 persons which may or may not include a pilot if operated fully autonomously, assuming an average of 200 pounds (91 kg) per person or equivalent payload and a range up to 60 miles plus a suitable reserve. Hybrid or hydrogen powered eVTOLs would have greater range. For example, a “3-seat” eVTOL aircraft may only be able to carry two fully equipped firemen, and payload capacity is more relevant when used for the supply mission. Moreover, this paper concentrates on the “last-mile” solutions with a deployment time of no more than 6 hours. Although not specifically discussed in this document, it is understood that the future of Transformative Vertical Flight in general and Public Services, in particular, will also involve smaller UAVs that will undoubtedly play a crucial role in future aerial operations. For example, smaller unmanned aircraft may be used to dispatch medical supplies, portable filtration systems or perform the Search task of future Search and Rescue (SAR) operations. Close collaboration between the aircraft industry, the Civil Aviation Authorities (CAA), e.g., Federal Aviation Administration (FAA), European Aviation Safety Agency (EASA), Transport Canada Civil Aviation (TCCA) and the Department of Defense (DoD) certifiers, will help identify Public Services requirements, define expectations and limit development cost and timescales. Take the US Air Force Agility Prime as an example, the majority of the eVTOL application opportunities and mission elements identified are in line with the NASA TVF WG-4 objectives and use cases. Together, it forms a strong partnership to accelerate the development, certification, and practical deployment for public service missions. The US Air Force Agility Prime has been a collaboration partner on this white paper, and provided valuable input and recommendations. Most of the eVTOL public service mission elements discussed in this paper and additional use cases envisioned by the NASA TVF WG-4 team are shared by the Agility Prime program. The focus and efforts of the Agility Prime in product and system development, industry and government partnership, accelerated certifications as well as early test and deployment are totally in sync with the path forward recommended by this white paper. This kind of collaboration and partnership will help enable the practical use of the eVTOL for public service missions, benefit the eVTOL public acceptance, and accelerate the eVTOL industry revolution.

Johnny T. Doo↗
NASA NTRS2000

Dynamics of the human linear vestibulo-ocular reflex at medium frequency and modification by short-term training

We study here the effect of a short-term training paradigm on the gain and phase of the human translational VOR (the linear VOR: LVOR). Subjects were exposed to lateral sinusoidal translations on a sled, at 0.5 Hz, 0.3 g peak acceleration. With subjects tracking a remembered target at 1.2 m, the LVOR (slow-phase) under these conditions typically has a phase lead or lag, and a gain that falls short of compensatory. To induce short-term adaptation (training), we presented an earth-fixed visual scene at 1.2 m during sinusoidal translation (x 1 viewing) for 20 minutes, so as to drive the LVOR toward compensatory phase and gain. We examined both the slow-phase and the saccadic responses to these stimuli. Testing after training showed changes in slow-component gain and phase which were mostly but not always in the compensatory direction. These changes were more consistent in naive subjects than in subjects who had previous LVOR experience. Changes in gain were seen with step as well as sinusoidal test stimuli; gain changes were not correlated with vergence changes. There was a strong correlation between gain changes and phase changes across subjects. Fast phases (catch-up saccades) formed a large component of the LVOR under our testing conditions (approximately 30% of the changes in gain but not in phase due to training.

Non-NASA Center↗
NASA NTRS1999

Directional abnormalities of vestibular and optokinetic responses in cerebellar disease

Directional abnormalities of vestibular and optokinetic responses in patients with cerebellar degeneration are reported. Three-axis magnetic search-coil recordings of the eye and head were performed in eight cerebellar patients. Among these patients, examples of directional cross-coupling were found during (1) high-frequency, high-acceleration head thrusts; (2) constant-velocity chair rotations with the head fixed; (3) constant-velocity optokinetic stimulation; and (4) following repetitive head shaking. Cross-coupling during horizontal head thrusts consisted of an inappropriate upward eye-velocity component. In some patients, sustained constant-velocity yaw-axis chair rotations produced a mixed horizontal-torsional nystagmus and/or an increase in the baseline vertical slow-phase velocity. Following horizontal head shaking, some patients showed an increase in the slow-phase velocity of their downbeat nystagmus. These various forms of cross-coupling did not necessarily occur to the same degree in a given patient; this suggests that different mechanisms may be responsible. It is suggested that cross-coupling during head thrusts may reflect a loss of calibration of brainstem connections involved in the direct vestibular pathways, perhaps due to dysfunction of the flocculus. Cross-coupling during constant-velocity rotations and following head shaking may result from a misorientation of the angular eye-velocity vector in the velocity-storage system. Finally, responses to horizontal optokinetic stimulation included an inappropriate torsional component in some patients. This suggests that the underlying organization of horizontal optokinetic tracking is in labyrinthine coordinates. The findings are also consistent with prior animal-lesion studies that have shown a role for the vestibulocerebellum in the control of the direction of the VOR.

NASA Discipline Neuroscience↗
NASA NTRS2014

Service Life Extension of the Propulsion System of Long-Term Manned Orbital Stations

One of the critical non-replaceable systems of a long-term manned orbital station is the propulsion system. Since the propulsion system operates beginning with the launch of station elements into orbit, its service life determines the service life of the station overall. Weighing almost a million pounds, the International Space Station (ISS) is about four times as large as the Russian space station Mir and about five times as large as the U.S. Skylab. Constructed over a span of more than a decade with the help of over 100 space flights, elements and modules of the ISS provide more research space than any spacecraft ever built. Originally envisaged for a service life of fifteen years, this Earth orbiting laboratory has been in orbit since 1998. Some elements that have been launched later in the assembly sequence were not yet built when the first elements were placed in orbit. Hence, some of the early modules that were launched at the inception of the program were already nearing the end of their design life when the ISS was finally ready and operational. To maximize the return on global investments on ISS, it is essential for the valuable research on ISS to continue as long as the station can be sustained safely in orbit. This paper describes the work performed to extend the service life of the ISS propulsion system. A system comprises of many components with varying failure rates. Reliability of a system is the probability that it will perform its intended function under encountered operating conditions, for a specified period of time. As we are interested in finding out how reliable a system would be in the future, reliability expressed as a function of time provides valuable insight. In a hypothetical bathtub shaped failure rate curve, the failure rate, defined as the number of failures per unit time that a currently healthy component will suffer in a given future time interval, decreases during infant-mortality period, stays nearly constant during the service life and increases at the end when the design service life ends and wear-out phase begins. However, the component failure rates do not remain constant over the entire cycle life. The failure rate depends on various factors such as design complexity, current age of the component, operating conditions, severity of environmental stress factors, etc. Development, qualification and acceptance test processes provide rigorous screening of components to weed out imperfections that might otherwise cause infant mortality failures. If sufficient samples are tested to failure, the failure time versus failure quantity can be analyzed statistically to develop a failure probability distribution function (PDF), a statistical model of the probability of failure versus time. Driven by cost and schedule constraints however, spacecraft components are generally not tested in large numbers. Uncertainties in failure rate and remaining life estimates increase when fewer units are tested. To account for this, spacecraft operators prefer to limit useful operations to a period shorter than the maximum demonstrated service life of the weakest component. Running each component to its failure to determine the maximum possible service life of a system can become overly expensive and impractical. Spacecraft operators therefore, specify the required service life and an acceptable factor of safety (FOS). The designers use these requirements to limit the life test duration. Midway through the design life, when benefits justify additional investments, supplementary life test may be performed to demonstrate the capability to safely extend the service life of the system. An innovative approach is required to evaluate the entire system, without having to go through an elaborate test program of propulsion system elements. Evaluating every component through a brute force test program would be a cost prohibitive and time consuming endeavor. ISS propulsion system components were designed and built decades ago. There are no representative ground test articles for some of the components. A 'test everything' approach would require manufacturing new test articles. The paper outlines some of the techniques used for selective testing, by way of cherry picking candidate components based on failure mode effects analysis, system level impacts, hazard analysis, etc. The type of testing required for extending the service life depends on the design and criticality of the component, failure modes and failure mechanisms, life cycle margin provided by the original certification, operational and environmental stresses encountered, etc. When specific failure mechanism being considered and the underlying relationship of that mode to the stresses provided in the test can be correlated by supporting analysis, time and effort required for conducting life extension testing can be significantly reduced. Exposure to corrosive propellants over long periods of time, for instance, lead to specific failure mechanisms in several components used in the propulsion system. Using Arrhenius model, which is tied to chemically dependent failure mechanisms such as corrosion or chemical reactions, it is possible to subject carefully selected test articles to accelerated life test. Arrhenius model reflects the proportional relationship between time to failure of a component and the exponential of the inverse of absolute temperature acting on the component. The acceleration factor is used to perform tests at higher stresses that allow direct correlation between the times to failure at a high test temperature to the temperatures to be expected in actual use. As long as the temperatures are such that new failure mechanisms are not introduced, this becomes a very useful method for testing to failure a relatively small sample of items for a much shorter amount of time. In this article, based on the example of the propulsion system of the first ISS module Zarya, theoretical approaches and practical activities of extending the service life of the propulsion system are reviewed with the goal of determining the maximum duration of its safe operation.

Kamath, Ulhas↗
NASA NTRS2000

Effects of cholinergic and beta-adrenergic blockade on orthostatic tolerance in healthy subjects

Cardiovascular responses during a graded lower body negative pressure (LBNP) protocol were compared before and after atropine and propranolol administration to test the hypothesis that both sympathetic and parasympathetic control of cardio-acceleration are associated with syncopal predisposition to orthostatic stress in healthy subjects. Eleven men were categorized into two groups having high (HT, N = 6) or low (LT, N = 5) tolerance based on their total time before the onset of presyncopal symptoms. HT and LT groups were similar in physical characteristics, fitness, and baseline cardiovascular measurements. Atropine treatment had no effect on LBNP tolerance or mean arterial pressure at presyncope, despite an atropine-induced increase in heart rate. Propranolol treatment reduced (p<0.05) LBNP tolerance in both groups. Diminished LBNP tolerance after propranolol administration was associated with reductions in cardiac output, whereas increase in systemic peripheral resistance from baseline to presyncope was unaffected by propranolol. Reduction in cardiac output and LBNP tolerance after beta blockade reflected a chronotropic effect because lower LBNP tolerance for the HT (-50%) and LT (-39%) groups was associated with dramatic reductions (p <0.05) in the magnitude of LBNP-induced tachycardia without significant effects on stroke volume at presyncope. Absence of an atropine-induced difference in cardiac output and systemic peripheral resistance between HT and LT groups failed to support the notion that cardiac vagal withdrawal represents a predominant mechanism that could account for differences in orthostatic tolerance. Because a reduction in LBNP tolerance in both HT and LT groups after propranolol treatment was most closely associated with reduced tachycardia, the data suggest that a primary autonomically mediated mechanism for maintenance of mean arterial pressure and orthostatic tolerance in healthy subjects is beta adrenergic-induced tachycardia.

Non-NASA Center↗
NASA NTRSDate not supplied

Meteorite Sample Section Repair at NASA Johnson Space Center

Introduction: Meteorite thin and thick sections are routinely shipped from NASA Johnson Space Center to fulfill sample allocation requests from principle investigators around the world. Sections are also re-turned to JSC when researchers are finished studying them since, in most cases, they can be reused for other studies. The sections are very fragile unfortunately, and sometimes return to us needing repairs. The fol-lowing should give you an idea of how we repair sections here in the very lab where they were created. NOTE: Please do not attempt to repair ANSMET meteorite sections that are in your possession. We will perform the repairs for you at NASA JSC if you send the section back to us. Section Delamination: The majority of the meteorite sections that we produce here are secured to the glass slide using a high quality, two-part epoxy. Occasionally, we are asked to use superglue if the researcher wishes to dismount the section from the slide. Both epoxy and superglue are excellent adhesives, but they both tend to embrittle with time which results in delamination from the slide. Exposure to vacuum can also degrade the adhesion between the sample section and the glass slide. Repeated handling of the slide edges can accelerate delamination and, as a preventive measure, the outer 1-2 mm of epoxy is trimmed from newly created sections at JSC. If conductive tapes (copper, carbon, etc.) are used on the section during analysis, great care must be taken in removing the tape so that the epoxy is not pulled up with it. If in doubt, the tape can be left on the section when it is returned to JSC. Before we perform any repairs to sample sections, carbon, gold, or other coatings are removed. We accomplish this using a slurry of 0.05 micron alumina and 190 proof ethyl alcohol applied to a felt polishing pad fitted to a rotating lap wheel. Coatings are re-moved in this manner from all sections that are re-turned to JSC. The extent of the delamination determines how we proceed with the section repair. If the meteorite sample area of the section is not disturbed, then we carefully remove the delaminated epoxy. This is done using a binocular microscope with a 6X zoom, cut-proof gloves, and a very sharp, single edged razor blade. We cut the delaminated epoxy with the blade angled away from the sample area and using very light pressure. The trimmed section is then cleaned in an ultrasonic bath of 200 proof ethyl alcohol for no more than 10 seconds and carefully dried using a lint-free clean room wipe. The section is then placed into a lab oven at 110o F in preparation for epoxy. We mix the resin and hardener components of the low viscosity epoxy and very small amounts are applied to the cut edges of the section using a needle probe and the binocular microscope. Warming the epoxy helps secure the existing section by filling any voids between the glass slide and the section. After the new epoxy cures, we give the section a light polish on a lap wheel fitted with cotton polishing paper that is charged with 1 micron diamond paste. If the section has delaminated to the point of sample area being lifted from the glass, then it may be irreparable. We employ the above technique along with clamping the section in a Teflon pad arrangement in order to flatten the sample while the epoxy cures. Otherwise, the sample will tend to curl. This works to some degree, but once the sample area curls, it seldom re-turns to the original flatness without cracking or bending. Canada Balsam and Crystalbond: We repair damaged sections that had originally been prepared using Canada Balsam or Crystalbond adhesives through the gradual application of heat. We take great care with these samples since these bonding materials tend to get brittle with age. The section is heated in gradual steps (40-50o F per hour) to the melting point of the adhesive. We repair the sample while the adhesive is fluid and then the section is cooled in the same gradual manner in which it was heated. Slide Cracks and Breaks: Accidents happen. Especially with something as small and fragile as a thin/thick section. We all know someone who has driven a microscope objective into a section. As bad as the damage may look, the section can be repaired in most instances. NOTE: Please do not try to tape or glue section pieces back together prior to returning the dam-aged section. This practice usually renders the section irreparable. If the glass slide is cracked but the section is still in one piece, we repair it by infilling the crack with the low viscosity epoxy mentioned earlier. If the slide is in pieces, we can reassemble it with epoxy on a new backer slide. This is a tricky task as the pieces need to be in the correct plane with respect to each other, especially if the sample area is split among several pieces.

Meteorite↗
NASA NTRS1999

New echocardiographic windows for quantitative determination of aortic regurgitation volume using color Doppler flow convergence and vena contracta

Color Doppler images of aortic regurgitation (AR) flow acceleration, flow convergence (FC), and the vena contracta (VC) have been reported to be useful for evaluating severity of AR. However, clinical application of these methods has been limited because of the difficulty in clearly imaging the FC and VC. This study aimed to explore new windows for imaging the FC and VC to evaluate AR volumes in patients and to validate this in animals with chronic AR. Forty patients with AR and 17 hemodynamic states in 4 sheep with strictly quantified AR volumes were evaluated. A Toshiba SSH 380A with a 3.75-MHz transducer was used to image the FC and VC. After routine echo Doppler imaging, patients were repositioned in the right lateral decubitus position, and the FC and VC were imaged from high right parasternal windows. In only 15 of the 40 patients was it possible to image clearly and measure accurately the FC and VC from conventional (left decubitus) apical or parasternal views. In contrast, 31 of 40 patients had clearly imaged FC regions and VCs using the new windows. In patients, AR volumes derived from the FC and VC methods combined with continuous velocity agreed well with each other (r = 0.97, mean difference = -7.9 ml +/- 9.9 ml/beat). In chronic animal model studies, AR volumes derived from both the VC and the FC agreed well with the electromagnetically derived AR volumes (r = 0.92, mean difference = -1.3 +/- 4.0 ml/beat). By imaging from high right parasternal windows in the right decubitus position, complementary use of the FC and VC methods can provide clinically valuable information about AR volumes.

NASA Discipline Cardiopulmonary↗
NASA NTRS1999

Search for Pulsations from a Nearby Millisecond Pulsar and Wasilewski 49: Mirror for a Hidden Seyfert 1 Nucleus

Five studies are reported in this final report. The recently discovered 5.3 ms pulsar J1012+5307 at a distance of 520 pc is in an area of the sky which is particularly deficient in absorbing gas. The column density along the line of sight is less than 7.5 x 10(exp 19) CM(exp -2) which facilitates soft X-ray observations. Halpern reported a possible ROSAT Position Sensitive Proportional Counter (PSPC) detection of the pulsar in a serendipitous, off-axis observation. We have now confirmed the X-ray emission of PSR J1012+,5307 in a 23 ksec observation with the ROSAT High Resolution Imager (HRI). A point source is detected within 3" of the radio position. Its count rate of 1.6 +/- 0.3 x 10(exp -3) s(exp -1) corresponds to an unabsorbed 0. 1-2.4 keV flux of 6.4 x 10(exp -14) ergs cm(exp -2) s(exp -1), similar to that reported previously. This counts-to-flux conversion is valid for N(sub H) = 5 x 10(exp 19) cm(exp -2), and either a power-law spectrum of photon index 2.5 or a blackbody of kT = 0.1 keV. The implied X-ray luminosity of 2.0 x 10(exp 30) ergs s(exp -1) is 5 X 10(exp -4) of the pulsar's spin-down power dot-E, and similar to that of the nearest millisecond pulsar J0437-4715, which is nearly a twin of J1012+5307 in P dot-E. We subjected the 37 photons (and 13 background counts) within the source region to a pulsar search, but no evidence for pulsation was found. The pulsar apparently emits over a large fraction of its rotation cycle, and the absence of sharp modulation can be taken as evidence for surface thermal emission, as is favored for PSR J0437-4715, rather than magnetospheric X-ray emission which is apparent in the sharp pulses of the much more energetic millisecond pulsar B1821-24. A further test of this interpretation will be made with a longer ROSAT observation, which will increase the number of photons collected by a factor of 5, and permit a more sensitive examination of the light curve for modulation due to emission from heated polar caps. If found, such modulation will be further evidence that surface reheating by the impact of particles accelerated along open fiel;d lines operates in these approximately 10(exp -9) year old pulsars. In a second study, a new AM Her star serendipitously in a 25 day observation was detected with the EUVE satellite. A coherent period of 85.82 min is present in the EUVE Deep Survey imager light curve of this source. A spectroscopic optical identification is made with a 19th magnitude blue star that has H and He emission lines, and broad cyclotron humps typical of a magnetic cataclysmic variable. A lower limit to the polar magnetic field of 50 MG is estimated from the spacing of the cyclotron harmonics. EUVE J0425.6-5714 is also detected in archival ROSAT HRI observations spanning two months, and its stable and highly structured light curve permits us to fit a coherent ephemeris linking the ROSAT and EUVE data over a 1.3 yr gap. The derived period is 85.82107 +/- 0.00020 min, and the ephemeris should be accurate to 0.1 cycles until the year 2005. A narrow but partial X-ray eclipse suggests that this object belongs to the group of AM Her stars whose viewing geometry is such that the accretion stream periodically occults the soft X-ray emitting accretion spot on the surface of the white dwarf. A non-detection of hard X-rays from ASCA observations that are contemporaneous with the ROSAT HRI shows that the soft X-rays must dominate by at least an order of magnitude, which is consistent with a known trend among AM Her stars with large magnetic field. This object should not be confused with the Seyfert galaxy IH 0419-577 (= LB 1727), another X-ray/EUV source which lies only 3'95 away, and was the principal target of these monitoring observations. In a third report; the identity of the persistent high-energy (> 100 MeV) gamma-ray sources in the Galaxy, still largely a mystery is investigated. The second installment of the EGRET (2EG) lists a total of 128 sources, of which 51 are likely or possibly identified with AGNs, five with rotation-powered pulsars, and one is the LMC. There are 71 unidentified sources, of which 33, or almost half, lie in the narrow band of absolute value of b < 10 degrees along the Galactic plane. This excess of low-latitude sources must, therefore, constitute a Galactic population that is either similar to the already identified gamma-ray pulsars, or an entirely new class of gamma-ray emitters associated with the disk population. We are continuing our program, begun in A06, that is aimed at intermediate-latitude sources, arguing that X-ray detection of them is the most plausible method of identifying the Galactic population. The sources at high latitude must statistically be mostly AGNS, and are more straightforwardly identified through radio and optical means. For the fourth report, identification of the EGRET Source the identity of the persistent, high-energy gamma-ray sources in the Galactic plane is a mystery. The most likely scenario is a population of middle-aged pulsars, many of which could be radio quiet like Geminga. We have an ongoing program of ROSAT, VLA, and optical observations of selected EGRET error circles at intermediate Galactic latitude. For one of these fields, at (l, b) = (106 degrees, +3), our complete census of X-ray and radio sources, reveals a remarkable association between a radio shell with unique properties, and a complete census of X-ray and radio sources reveals a remarkable association between a radio shell with unique properties, and a compact X-ray source. Further observations are needed to determine whether or not this source has a hard X-ray spectrum like that of other gamma ray pulsars and, ideally, to find its pulsations. A fifth report reviews, Wasilewski 49, an interacting pair of Seyfert galaxies at z = 0.063, one of which contains a hidden Seyfert I nucleus as evidenced by broad wings on its Balmer lines.

Halpern, Jules P.↗
NASA NTRS2011

Contributions of GRACE to Climate Monitoring

The NASA/German Gravity Recovery and Climate Experiment (GRACE) was launched in March 2002. Rather than looking downward, GRACE continuously monitors the locations of and precise distance between twin satellites which orbit in tandem about 200 km apart. Variations in mass near Earth's surface cause heterogeneities in its gravity field, which in turn affect the orbits of satellites. Thus scientists can use GRACE data to map Earth's gravity field with enough accuracy to discern month to month changes caused by ocean circulation and redistribution of water stored on and in the land. Other gravitational influences, such as atmospheric circulation, post-glacial rebound, and solid earth movements are either independently determined and removed or are negligible on a monthly to sub-decadal timescale. Despite its coarse spatial (>150,000 sq km at mid-latitudes) and temporal (approx monthly) resolutions, GRACE has enabled significant advancements in the oceanic, hydrologic, and cryospheric science, and has great potential for climate monitoring, because it is the only global observing system able to measure ocean bottom pressures, total terrestrial water storage, and ice mass changes. The best known GRACE results are estimates of Greenland and Antarctic ice sheet loss rates. Previously, scientists had estimated ice mass losses using ground and satellite based altimetry and surface mass balance estimates based on snowfall accumulation and glacier discharge. While such measurements are still very useful for their spatial detail, they are imperfectly correlated with large-scale ice mass changes, due to snow and ice compaction and incomplete spatial coverage. GRACE enables scientists to generate monthly time series of Greenland and Antarctic ice mass, which have confirmed the shrinking of the polar ice sheets, one of the most obvious and indisputable manifestations of climate change. Further, GRACE has located and quantified hot spots of ice loss in southeastern Greenland and western Antarctica. For 2002 to present, the rate of ice mass loss has been 200 to 300 GT/yr in Greenland and 70 to 210 GT/yr in Antarctica, and some scientists are suggesting that the rates are accelerating. Similarly, GRACE has been used to monitor mass changes in alpine glaciers. Tamisiea et al. first characterized glacier melt along the southern coast of Alaska, more recently estimated to be occurring at a rate of 84 GT/yr. Chen et al. estimated that Patagonian glaciers are melting at a rate of 28 GT/yr, and estimated that the high mountains of central Asia lose ice at a rate of 47 GT/yr. Tapley et al. and Wahr et al. presented the first GRACE based estimates of changes in column-integrated terrestrial water storage (TWS; the sum of ground-water, soil moisture, surface waters, snow, ice, and water stored in vegetation) at continental scales. Since then, dozens of studies have shown that GRACE based estimates of regional to continental scale TWS variations agree with independent information, and some innovative uses of GRACE data have been developed. Rodell et al. (2004) and Swenson and Wahr (2006) demonstrated that by combining GRACE derived terrestrial water storage changes with observations of precipitation and runoff in a river basin scale water budget, it was possible to produce new estimates of evapotranspiration and atmospheric moisture convergence, essential climate variables that are difficult to estimate accurately. Similarly, GRACE has been used to constrain estimates of global river discharge and the contribution of changes in TWS to sea level rise. Crowley et al. observed a negative correlation between interannual TWS anomalies in the Amazon and the Congo River basin. Yeh et al. and Rodell et al. estimated regionally averaged groundwater storage variations based on GRACE and auxiliary observations. Rodell et al. and Tiwari et al. applied that method to quantify massive groundwater depletion in northern India caused by over reliance on aquifers for irration, and Famiglietti et al. found a similar situation in California's Central Valley. Zaitchik et al. and Lo et al. described approaches to use GRACE to constrain hydrological models, enabling integration of GRACE data with other observations and achieving much higher spatial and temporal resolutions than GRACE alone. Such approaches are now supporting applications including drought and water resources monitoring. Oceanography has likewise benefitted from the independent nature of GRACE observations. One application is measurement of the mass component of sea level rise, which complements radar altimetry and in situ measurements. GRACE also measures ocean bottom pressures (OBP), which help to refine understanding and modeling of ocean circulation and the ocean's fresh water budget, among other things. For example, Hayakawa et al. showed that GRACE observes OBP patterns absent from the background models of oceanic variability. Morison et al. used GRACE to describe important decadal scale shifts in circulation and an ongoing trend of freshening of the western Arctic, important indicators of climate variability. The research of Song and Zlotnicki and Chambers and Willis on GRACE-derived ocean bottom pressures in the sub-polar gyre led to the discovery of an ENSO teleconnection and a long-term change in OBP in the North Pacific sub-polar gyre that was not predicted by an ocean model. Further, Chambers and Willis were able to identify an internal redistribution of mass between Atlantic and Pacific Oceans lasting at least six years, which was not predicted by ocean models and was the first direct evidence of sustained mass transport from one ocean basin to another on periods longer than a year. Boening et al. observed a record increase in OBP over part of the southeastern Pacific in late 2009 and early 2010, primarily caused by wind stress curl associated with a strong and persistent anticyclone and likely related to the concurrent Central Pacific El Nino. GRACE has far surpassed its 5-year design lifetime, but it will likely succumb to the aging of batteries and instrument systems sometime in the next few years. NASA has begun initial development of a follow-on to GRACE with very similar design, which could launch as soon as 2016 and would provide continuity in the data record while improving resolution slightly. Higher resolution time variable gravity missions are also on the drawing board .

Rodell, Matthew↗