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NASA NTRS1993

The Hubble Space Telescope Snapshot Survey. IV - A summary of the search for gravitationally lensed quasars

We report the concluding results of the HST Snapshot Survey for gravitationally lensed quasars. New observations of 153 high-luminosity z above 1 quasars are presented, bringing to 498 the total number of quasars observed in the survey. The new observations do not reveal new candidates for gravitational lensing. We present tables summarizing all of the snapshot observations, with measured V-magnitudes, accurate to 0.1 mag, for each of the quasars successfully observed. The observed frequency of lensing of quasars into multiple images is 3-6 out of 502, depending on whether one counts candidates that are not yet securely confirmed and cases in which clusters play a role. This frequency is in the range predicted by calculations with a vanishing cosmological constant, assuming galaxies can be modeled by unevolving isothermal spheres dominated in their centers by dark matter. The observed frequency is an order of magnitude lower than expected in such models when the universe is strongly dominated by a cosmological constant. This conclusion is, however, sensitive to the model assumptions and to the precise number of actual lensed quasars.

Maoz, D.↗
NASA NTRS1993

A Doppler dimming determination of coronal outflow velocity

Outflow velocities in a polar coronal hole are derived from observations made during a 1982 sounding rocket flight. The velocity results are derived from a Doppler dimming analysis of resonantly scattered H I Ly-alpha. This analysis indicates radial outflow velocities of 217 km/s at 2 solar radii from sun-center with an uncertainty range of 153 to 251 km/s at a confidence level of 67 percent. These results are best characterized as strong evidence for supersonic outflow within 2 solar radii of sun-center in a polar coronal hole. Several means for obtaining improved accuracy in future observations are discussed.

Strachan, Leonard↗
NASA NTRS1932

Static, Drop, and Flight Tests on Musselman Type Airwheels

The purpose of this investigation was to obtain quantitative information on the shock-reducing and energy-dissipating qualities of a set of 30 by 13-6 Musselman type airwheels. The investigation consisted of static, drop, and flight tests. The static tests were made with inflation pressures of approximately 0, 5, 10, 15, 20, and 25 pounds per square inch and loadings up to 9,600 pounds. The drop tests were with the inflation pressures approximately 5, 10, 15, 20, and 25 pounds per square inch and loadings of 1,840, 2,440, 3,050, and 3,585 pounds. The flight tests were made with VE-7 airplane weighing 2,153 pounds, with the tires inflated to 5, 10, and 15 pounds per square inch. The landing gears used in conjunction with airwheels were practically rigid structures. The results of the tests showed that the walls of the tires carried a considerable portion of the load, each tire supporting a load of 600 pounds with a depression of approximately 6 inches. The shock-reducing qualities, under severe tests, and the energy dissipating characteristics of the tires, under all tests, were poor. The latter was evidenced by the rebound present in all landings made. In the severe drop tests, the free rebound reached as much as 60 per cent of the free drop. The results indicate that a shock-reducing and energy-dissipating mechanism should be used in conjunction with airwheels.

Peck, William C↗
NASA NTRS1992

Automatic AVHRR image navigation software

This is the final report describing the work done on the project entitled Automatic AVHRR Image Navigation Software funded through NASA-Washington, award NAGW-3224, Account 153-7529. At the onset of this project, we had developed image navigation software capable of producing geo-registered images from AVHRR data. The registrations were highly accurate but required a priori knowledge of the spacecraft's axes alignment deviations, commonly known as attitude. The three angles needed to describe the attitude are called roll, pitch, and yaw, and are the components of the deviations in the along scan, along track and about center directions. The inclusion of the attitude corrections in the navigation software results in highly accurate georegistrations, however, the computation of the angles is very tedious and involves human interpretation for several steps. The technique also requires easily identifiable ground features which may not be available due to cloud cover or for ocean data. The current project was motivated by the need for a navigation system which was automatic and did not require human intervention or ground control points. The first step in creating such a system must be the ability to parameterize the spacecraft's attitude. The immediate goal of this project was to study the attitude fluctuations and determine if they displayed any systematic behavior which could be modeled or parameterized. We chose a period in 1991-1992 to study the attitude of the NOAA 11 spacecraft using data from the Tiros receiving station at the Colorado Center for Astrodynamic Research (CCAR) at the University of Colorado.

Baldwin, Dan↗
NASA NTRS1994

Thermoregulatory effects of caffeine ingestion during rest and exercise in men

Body temperatures and thermoregulatory responses were measured at rest and during submaximal exercise under normal ambient conditions in 11 aerobically-conditioned men (age = 29.2 +/- 6.2 yr, VO2(max) = 3.73 +/- 0.46 min(sup -1), relative body fat = 12.3 +/- 3.7 percent, mean +/- SD) with (CT) and without (NCT) the ingestion of 10 mg of caffeine per kg of body weight. Oxygen uptake (VO2), heart rate (HR), and rectal (T(sub re)) and mean skin (T-bar(sub sk)) temperatures were recorded for 100 minutes starting one minute after ingestion of caffeine or a placebo. Data were collected throughout 30 minutes of rest (sitting) and the following 70 minutes of sitting leg ergometer exercise using the same constant load (1,088 +/- 153 kgm/min) in both NCT and CT. The load resulted in a mean relative exercise intensity equal to approximately 68 percent of VO2(sub max). Skin heat conductance (H(sub sk)) and sweat rate were calculated. Two-way analysis of covariance revealed no significant (P greater than 0.05) differences between NCT and CT in VO2, HR, T(sub re), T-bar(sub sk), or H(sub sk). A dependent t-test indicated no significant difference between NCT and CT in sweat rate. Thus, a high level of caffeine ingestion has no detrimental effects on body temperatures and thermoregulatory responses during moderately heavy exercise in normal ambient conditions.

Dunagan, Nancy↗
NASA NTRS1994

High resolution visible to short-wave near-infrared CCD spectra of Mars during 1990

The 0.4 to 1.0 micron spectrum of Mars is dominated by a steep red, relatively featureless spectral slope. Earlier lower spectral observations interpreted the red color and the lack of absorption features in the spectra as evidence of poorly crystalline ferric oxide minerals. More recent higher spectral resolution observations and reinterpretations of older data sets have revealed measureable spectral structure, however. For example, absorption features near 0.65 and 0.86 micron were detected and spatially mapped in data obtained during the 1988 opposition. These absorptions were interpreted as evidence for crystalline hematite on Mars, occuring as an accessory phase in abundances of 3 to 6 percent in the soil. We are attempting to verify the existence of these subtle crystalline Fe(3+) absorption features and to map their spatial distribution in regions of the planet not imaged in 1988. During the 1990 opposition, we obtained imaging spectroscopic data of Mars from the University of Hawaii 2.24 m telescope at Mauna Kea Observatory. The data were obtained with the Wide Field Grism Spectrograph (WFGS), which uses an 800 x 800 CCD and a transmission grating ruled on a prism. We used a grating blazed at 4800 A in first order to obtain data from 0.50 to 0.94 micron at a spectral resolution of R = 200 to 350. The moon/Mars slit design used had projected dimensions of 0.29 x 153 inches, allowing for high spectral resolution and adequate cross-slit spatial sampling of the Martian disk.

Bell, James F., III↗
NASA NTRS1994

The OFP-6M transport jet

This report presents a preliminary design of a commercial jet transport that meets the criteria of the Request For Proposal presented by the American Institute of Aeronautics and Astronauts (AIAA). The proposal requires an innovative design of a low cost domestic commercial transport that will reduce operating costs for airline companies while still meeting present and future requirements of the Federal Aviation Regulations for this type of aircraft. Specifications for the design include a mixed class, 153 passenger aircraft, traveling a range of 3000 nm. The intent of the project is to identify factors that reduce cost and to design within the limits of these constraints. The project includes techniques or options that incorporate new technologies but do not override practicality, alternative design approaches, and a comparison between the new design and current aircraft in its class. The OFP-6M is an alternative design approach to the conventional commercial transport jet and is geared towards customer satisfaction through efficiency and reliability. The goals of the OFP-6M transport design are to provide original, sensible, and practical solutions by combining essential preliminary design factors with growing technology. The design focus of the OFP-6M reduces costs by simplifying systems where significant weight or maintenance savings can be achieved, and by integrating advanced technology for improved performance. Key aspects of the OFP-6M design are efficient use of materials like composites, and efficient advanced ducted high bypass turbofan engines. The high bypass engines lower fuel consumption and aid in reducing costs and meeting future noise emission restrictions. Composites are used for most structural components, including flooring and wing box. Although composites are an emerging technology and presently, a high maintenance material, they can be cost effective and an alternative to aluminum structures when correct manufacturing and design strategies are applied. Since, composites are lighter and require less manufacturing of complex parts, they can significantly reduce structural weight. Because of the large 17 ft. diameter, sophisticated aerodynamic considerations were implemented to significantly lower the drag. Supercritical airfoils were chosen with simple control surface design which allows for less maintenance and manufacturing costs. The interior configuration accommodates either all passenger, dual and single class flights or complete cargo. Also, a relaxed conventional stability is integrated with a stability augmentation system. As a result of these design implementations, the OFP-6M bottom line direct operating costs, compare favorably with the Boeing 737 and 757, at 3.49 cents per available seat mile and costs are expected to reduce when improved manufacturing and maintenance methods are implemented.

Alexander, Kelly↗
NASA NTRS1994

Central coast designs: The Eightball Express. Taking off with convention, cruising with improvements and landing with absolute success

The airline industry is very competitive, resulting in most U.S. and many international airlines being unprofitable. Because of this competition the airlines have been engaging in fare wars (which reduce revenue generated by transporting passengers) while inflation has increased. This situation of course is not developing revenue for the airlines. To revive the airlines to profitability, the difference between revenue received and airline operational cost must be improved. To solve these extreme conditions, the Eightball Express was designed with the main philosophy of developing an aircraft with a low direct operating cost and acquisition cost. Central Coast Designs' (CCD) aircraft utilizes primarily aluminum in the structure to minimize manufacturing cost, supercritical airfoil sections to minimize drag, and fuel efficient engines to minimize fuel burn. Furthermore, the aircraft was designed using Total Quality Management and Integrated Product Development to minimize development and manufacturing costs. Using these primary cost reduction techniques, the Eightball Express was designed to meet the Lockheed/AIAA Request for Proposal (RFP) requirements of a low cost, 153 passenger, 3000 nm. range transport. The Eightball Express is able to takeoff on less than a 7000 ft. runway, cruise at Mach 0.82 at an altitude of 36,000 ft. for a range of 3,000 nm., and lands on a 5,000 ft. runway. lt is able to perform this mission at a direct operating cost of 3.51 cents/available seat mile in 1992 dollars while the acquisition cost is only $28 million in 1992 dollars. By utilizing and improving on proven technologies, CCD has produced an efficient low cost commercial transport for the future.

Davis, Ryan Edwin↗
NASA NTRS1994

LCX: Proposal for a low-cost commercial transport

The LCX has been developed in response to a request for proposal for an aircraft with 153 passenger capacity and a range of 3000 nautical miles. The goals of the LCX are to provide an aircraft which will achieve the stated mission requirements at the lowest cost possible, both for the manufacturer and the operator. Low cost in this request is defined as short and long term profitability. To achieve this objective, modern technologies attributing to low-cost operation without greatly increasing the cost of manufacturing were employed. These technologies include hybrid laminar flow control and the use of developing new manufacturing processes and philosophies. The LCX will provide a competitive alternative to the use of the Airbus A319/320/321 and the Boeing 737 series of aircraft. The LCX has a maximum weight of 150,000 lb. carried by a wing of 1140 ft(exp 2) and an aspect ratio of 10. The selling price of the LCX is 31 million in 1994 US dollars.

Hartman, Troy↗
NASA NTRS1994

Project Genesis: Mars in situ propellant technology demonstrator mission

Project Genesis is a low cost, near-term, unmanned Mars mission, whose primary purpose is to demonstrate in situ resource utilization (ISRU) technology. The essence of the mission is to use indigenously produced fuel and oxidizer to propel a ballistic hopper. The Mars Landing Vehicle/Hopper (MLVH) has an Earth launch mass of 625 kg and is launched aboard a Delta 117925 launch vehicle into a conjunction class transfer orbit to Mars. Upon reaching its target, the vehicle performs an aerocapture maneuver and enters an elliptical orbit about Mars. Equipped with a ground penetrating radar, the MLVH searches for subsurface water ice deposits while in orbit for several weeks. A deorbit burn is then performed to bring the MLVH into the Martian atmosphere for landing. Following aerobraking and parachute deployment, the vehicle retrofires to a soft landing on Mars. Once on the surface, the MLVH begins to acquire scientific data and to manufacture methane and oxygen via the Sabatier process. This results in a fuel-rich O2/CH4 mass ratio of 2, which yields a sufficiently high specific impulse (335 sec) that no additional oxygen need be manufactured, thus greatly simplifying the design of the propellant production plant. During a period of 153 days the MLVH produces and stores enough fuel and oxidizer to make a 30 km ballistic hop to a different site of scientific interest. At this new location the MLVH resumes collecting surface and atmospheric data with the onboard instrumentation. Thus, the MLVH is able to provide a wealth of scientific data which would otherwise require two separate missions or separate vehicles, while proving a new and valuable technology that will facilitate future unmanned and manned exploration of Mars. Total mission cost, including the Delta launch vehicle, is estimated to be $200 million.

Acosta, Francisco Garcia↗
NASA NTRS1991

Manual discrimination of force

Optimal design of human-machine interfaces for teleoperators and virtual-environment systems which involve the tactual and kinesthetic modalities requires knowledge of the human's resolving power in these modalities. The resolution of the interface should be appropriately matched to that of the human operator. We report some preliminary results on the ability of the human hand to distinguish small differences in force under a variety of conditions. Experiments were conducted on force discrimination with the thumb pushing an interface that exerts a constant force over the pushing distance and the index finger pressing against a fixed support. The dependence of the sensitivity index d' on force increment can be fit by a straight line through the origin and the just-noticeable difference (JND) in force can thus be described by the inverse of the slope of this line. The receiver operating characteristic (ROC) was measured by varying the a priori probabilities of the two alternatives, reference force and reference force plus an increment, in one-interval, two-alternative, forced-choice experiments. When plotted on normal deviate coordinates, the ROC's were roughly straight lines of unit slope, thus supporting the assumption of equal-variance normal distributions and the use of the conventional d' measure. The JND was roughly 6-8 percent for reference force ranging from 2.5 to 10 newtons, pushing distance from 5 to 30 mm, and initial finger-span from 45 to 125 mm. Also, the JND remained the same when the subjects were instructed to change the average speed of pushing from 23 to 153 mm/sec. The pushing was terminated by reaching either a wall or a well, and the JND's were essentially the same in both cases.

Pang, Xiao-Dong↗
NASA NTRS1994

The Aluminum Falcon: a Low Cost Modern Commercial Transport

The American Institute of Aeronautics and Astronautics (AIAA) released a Request For Proposal (RFP) in the form of an undergraduate design competition for a 153 passenger jet transport with a range of 3,000 nautical miles. The primary requirement for this aircraft was low cost, both in acquisition and operation, with a technology availability date of the year 2000. This report presents the Non-Solo Design Group's response to the RFP, the Aluminum Falcon (AF-1). Non-Solo's approach to development was to take the best elements of seven individual preliminary designs, then combine and refine them. The resulting aircraft meets or exceeds all requirements of both the RFP and the Federal Aviation Administration (FAA). Highlights include a revolutionary wing planform, known as an M-wing, which offers many advantages over a conventional aft swept wing. For example, the M-wing lessens the travel in the aircraft center of gravity caused by fuel being stored in the wing. It also reduces the amount of torque imposed on the center wing box because more of the lifting load acts near the fuselage joint, rather than behind it. In essence, the M-wing offers the best of both worlds: using a forward swept wing root places the aerodynamic center of the wing further forward and allows the landing gear to be placed without the use of a yahudi. At the same time, with the outboard section swept backward the tip retains an amount of aeroelastic dampening that is lost on a completely forward swept wing. The result is a wing which has many advantages of a straight, unswept wings without the severe compressibility effects at high Mach numbers. Other highlights include judicious use of composites, giving recognition to the importance of weight and its effect on aircraft cost and performance, and an advanced passenger entertainment system which can be used as a source of revenue for the airlines. This aircraft meets the low-cost doctrine with an acquisition cost of $29 million and a direct operating cost of 3.5 cents per seat mile. The AF-1 incorporates new ideas with existing technology to result in an aircraft that will retain market viability well into the next century.

Bryant, Mark↗
NASA NTRS1994

CO2 exchange in the Hudson Bay lowlands: Community characteristics and multispectral reflectance properties

Net ecosystem CO2 exchange was measured during the 1990 growing season (June to August) along a transect starting 10 km inland from James Bay and extending 100 km interior to Kinosheo Lake, Ontario. Sites were chosen in three distinct areas: a coastal fen, an interior fen, and a bog. For the most productive sites in the bog, net daily uptake rates reached a maximum of 2.5 g C-CO2 m(exp -2)/d with an area-weighted exchange of 0.3 g C-CO2 m(exp -2)/d near midsummer. This site was estimated to be a net carbon source of 9 g C-CO2 m(exp -2) to the atmosphere over a 153-day growing season. The interior fen was less productive on a daily basis with a net maximum uptake of 0.5 g C-CO2 m(exp -2)/d and with corresponding area-weighted uptake of 0.1 g C-CO2 m(exp -2)/d during midsummer. Early and late season release of carbon to the atmosphere resulted in a net loss of 21 g C-CO2 m(exp -2) over the growing season from this site. The coastal fen was the most productive site with uptake rates peaking near 1.7 g C-CO2 m(exp -2)/d which corresponded to an area-weighted uptake of 0.8 g C-CO2 m(exp -2)/d during midsummer and an estimated net uptake of 6 g C-CO2 m(exp -2) for the growing season. Associated with net CO2 exchange measurements, multispectral reflectance properties of the sites were measured over the growing season using portable radiometers. These properties were related to exchange rates with the goal of examining the potential for satellite remote sensing to monitor biosphere/atmosphere CO2 exchange in this biome. The normalized difference vegetation index (NDVI) computed from surface reflectance was correlated with net CO2 exchange for all sites with the exception of areas with large proportions of Sphagnum moss cover. These mosses have greater near-infrared reflectance than typical surrounding vegetation and may require special adjustment for regional exchange/remote sensing applications.

Whiting, Gary J.↗
NASA NTRS1993

Morphology and time variation of the Jovian Far UV aurora: Hubble Space Telescope observations

High spatial resolution images of the north polar region of Jupiter have been obtained with the Faint Object Camera (FOC) on board the Hubble Space Telescope (HST). The first set of two images collected 87 min apart in February 1992 shows a bright (approximately or equal to 180 kR) emission superimposed on the background in rotation with the planet. Both Ly alpha images show common regions of enhanced emission but differences are also observed, possibly due to temporal variations. The second group of images obtained on June 23 and 26, 1992 isolates a spectral region near 153 nm dominated by the H2 Lyman bands and continuum. Both pictures exhibit a narrow arc structure fitting the L = 30 magnetotail field line footprint in the morning sector and a broader diffuse aurora in the afternoon. They show no indication of an evening twilight enhancement. Although the central meridian longitudes were similar, significant differences are seen in the two exposures, especially in the region of diffuse emission, and interpreted as signatures of temporal variations. The total power radiated in the H2 bands is approximately or equal to 2 x 10(exp 12) W, in agreement with previous UV spectrometer observations. The high local H2 emission rates (approximately 450 kR) imply a particle precipitation carrying an energy flux of about 5 x 10(exp -2) W/sq m.

Gerard, Jean-Claude↗
NASA NTRS1994

The morphology of the north Jovian ultraviolet aurora observed with the Hubble Space Telescope

A series of six images covering a complete rotation of the north polar region of Jupiter were obtained in February 1993 with the Faint Object Camera on board the Hubble Space Telescope (HST). These images provide the first global picture of the morphology of the Jovian ultraviolet aurora observed from Earth orbit. The camera passband was centered near 153 nm, a region dominated by the H2 Lyman bands and continuum. The successive exposures, taken approximately 90 min apart, are used to construct a polar view of the auroral zone. It is found that the auroral emissions do not exactly follow the footprint of a constant L-shell although the size of the oval and its location agree best with the footprints of the approximately equal to 30 R(sub J) field line in the GSFC O6 model of the Jovian magnetic field. The displacement between the observed auroral zone and the theoretical oval may indicate a possible distortion of the Jovian magnetic field lines near the surface. A comparison with two images at the same wavelength obtained 8 months earlier shows that the main morphological features are persistent, in spite of changes in the detailed emission distribution. Small scale features with characteristic sizes of approximately 1000 km are observed along the auroral oval. The change of morphology observed as a function of the System 3 longitude appears as a persistent characteristic of the morphology of the north polar aurora.

Gerard, Jean-Claude↗
NASA NTRS1995

Heating of the solar middle chromosphere by large-scale electric currents

A global resistive, two-dimensional, time-dependent magnetohydrodynamic (MHD) model is used to introduce and support the hypothesis that the quiet solar middle chromosphere is heated by resistive dissipation of large-scale electric currents which fill most of its volume. The scale height and maximum magnitude of the current density are 400 km and 31.3 m/sq m, respectively. The associated magnetic field is almost horizontal, has the same scale height as the current density, and has a maximum magnitude of 153 G. The current is carried by electrons flowing across magnetic field lines at 1 m/s. The resistivity is the electron contribution to the Pedersen resitivity for a weakly ionized, strongly magnetized, hydrogen gas. The model does not include a driving mechanism. Most of the physical quantities in the model decrease exponentially with time on a resistive timescale of 41.3 minutes. However, the initial values and spatial; dependence of these quantities are expected to be essentially the same as they would be if the correct driving mechanism were included in a more general model. The heating rate per unit mass is found to be 4.5 x 10(exp 9) ergs/g/s, independent of height and latitude. The electron density scale height is found to be 800 km. The model predicts that 90% of the thermal energy required to heat the middle chromosphere is deposited in the height range 300-760 km above the temperature minimum. It is shown to be consistent to assume that the radiation rate per unit volume is proportional to the magnetic energy density, and then it follows that the heating rate per unit volume is also proportional to the energy from the photosphere into the overlying chromosphere are briefly discussed as possible driving mechanisms for establishing and maintaining the current system. The case in which part of or all of the current is carried by protons and metal ions, and the contribution of electron-proton scattering to the current are also considered, with the conclusion that these effects do not change the qualitative prediction of the model, but probably change the quantitative predictions slightly, mainly by increasing the maximum magntiude of the current density and magnetic field to at most approximately 100 mA/m and approximately 484 G, respectively. The heating rate per unit mass, current density scale height, magnetic field scale height, temperatures, and pressures are unchanged or are only slightly changed by including these additional effects due to protons and ions.

Goodman, M. L.↗
NASA NTRS1995

Remote sensing of flooding in the U.S. upper Midwest during the summer of 1993

The U.S. upper Midwest was subjected to severe flooding during the summer of 1993. Heavy rainfall in the Mississippi River basin from April through July caused flooding on many Midwest rivers, including the Mississippi, Illinois, Missouri, and Kansas Rivers. The flood crest of 15.1 m at St. Louis, Missouri, on 1 August 1993 was the highest ever measured, surpassing the previous record of 13.2 m set on 28 April 1973. Damage estimates include at least 47 flood-related deaths and a total damage cost of $12 billion. Remotely sensed imagery of severe flooding in the U.S. Midwest was obtained under cloud-free skies on 29 July 1993 by the MODIS (Moderate Resolution Imaging Spectroradiometer) Airborne Simulator (MAS). The MAS is a newly developed scanning spectrometer with 50 spectral bands in the wavelength range 0.55-14.3 micrometers. Estimation of the total flooded area in the MAS scene acquired near St. Louis was accomplished by comparing the MAS scene to a Landsat-5 thematic mapper (TM) scene of the same area acquired on 14 April 1984 in nonflood conditions. For comparison, the MAS band centered at 0.94 micrometers and the TM band centered at 1.65 micrometers were selected because of the high contrast seen in these bands between land and water-covered surfaces. An estimate of the area covered by water in the MAS and TM scenes was obtained by developing land/water brightness thresholds from histograms of the MAS and TM digital image data. Afetr applying the thresholds, the difference between the area covered by water in the MAS and TM scenes, and hence the flooded area in the MAS scene, was found to be about 396 sq km, or about 153 square miles.

Gumley, Liam E.↗
NASA NTRS1995

Ultraviolet observations of the Saturnian north aurora and polar haze distribution with the HST-FOC

Near simultaneous observations of the Saturnian H2 north ultraviolet aurora and the polar haze were made at 153 nm and 210 nm respectively with the Faint Object Camera on board the Hubble Space Telescope. The auroral observations cover a complete rotation of the planet and, when co-added, reveal the presence of an auroral emission near 80 deg N with a peak brightness of about 150 kR of total H2 emission. The maximum optical depth of the polar haze layer is found to be located approximately 5 deg equatorward of the auroral emission zone. The haze particles are presumably formed by hydrocarbon aerosols initiated by H2+ auroral production. In this case, the observed haze optical depth requires an efficiency of aerosol formation of about 6 percent, indicating that auroral production of hydrocarbon aerosols is a viable source of high-latitude haze.

Gerard, J. C.↗