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Sally Ride, First U.S. Woman …
Title Sally Ride, First U.S. Woman in Space
Full Description Sally Ride was the first American woman in space. Born on May 26, 1951 in Los Angeles, California, she received a Bachelor in Physics and English in 1973 from Stanford University and, later, a Master in Physics in 1975 and a Doctorate in Physics in 1978, also from Stanford. NASA selected Dr. Ride as an astronaut candidate in January 1978. She completed her training in August 1979, and began her astronaut career as a mission specialist on STS-7, which launched from Kennedy Space Center, Florida on June 18, 1983. The mission spent 147 hours in space before landing on a lakebed runway at Edwards Air Force Base, California on June 24, 1983. Dr. Ride also served as a mission specialist on STS-41-G, which launched from Kennedy Space Center, Florida on October 5, 1984 and landed 197 hours later at Kennedy Space Center, Florida on October 13, 1984. In June 1985, NASA assigned Dr. Ride to serve as mission specialist on STS-61-M. She discontinued mission training in January 1986 to serve as a member of the Presidential Commission on the Space Shuttle Challenger accident, also known as the Rogers Commission. Upon completing the investigation she returned to NASA Headquarters as Special Assistant to the Administrator for Long Range and Strategic Planning, where she lead a team that wrote NASA Leadership and America's Future in Space:A Report to the Administrator in August 1987. Dr. Ride has also written a children's book, To Space and Back, describing her experiences in space, has received the Jefferson Award for Public Service, and has twice been awarded the National Spaceflight Medal. Her latest books include Voyager: An Adventure to the Edge of the Solar System and The Third Planet: Exploring the Earth from Space. She was also a member of the Columbia Accident Investigation Board (CAIB), which investigated the February 1, 2003 loss of Space Shuttle Columbia. Dr. Ride is currently a physics professor and Director of the California Space Institute at the University of California, San Diego.
Date 06/1984
NASA Center Johnson Space Center
First Class of Female Astron …
Title First Class of Female Astronauts
Full Description From left to right are Shannon W. Lucid, Margaret Rhea Seddon, Kathryn D. Sullivan, Judith A. Resnik, Anna L. Fisher, and Sally K. Ride. NASA selected all six women as their first female astronaut candidates in January 1978, allowing them to enroll in a training program that they completed in August 1979. Shannon W. Lucid was born on January 14, 1943 in Shanghai, China but considers Bethany, Oklahoma to be her hometown. She spent many years at the University of Oklahoma, receiving a Bachelor in chemistry in 1963, a Master in biochemistry in 1970, and a Doctorate in biochemistry in 1973. Dr. Lucid flew on the STS-51G Discovery, STS-34 Atlantis, STS-43 Atlantis, and STS-58 Columbia shuttle missions, setting the record for female astronauts by logging 838 hours and 54 minutes in space. She also currently holds the United States single mission space flight endurance record for her 188 days on the Russian Space Station Mir. From February 2002 to September 2003, she served as chief scientist at NASA Headquarters before returning to JSC to help with the Return to Flight program after the STS-107 accident. Born November 8, 1947, in Murfreesboro, Tennessee, Margaret Rhea Seddon received a Doctorate of Medicine in 1973 from the University of Tennessee. She flew on space missions STS-51 Discovery, STS-40 Columbia, and STS-58 Columbia for a total of over 722 hours in space. Dr. Seddon retired from NASA in November 1997, taking on a position as the Assistant Chief Medical Officer of the Vanderbilt Medical Group in Nashville, Tennessee. Kathryn Sullivan was born October 3, 1951 in Patterson, New Jersey but considers Woodland Hills, California to be her hometown. She received a Bachelor in Earth Sciences from the University of California, Santa Cruz in 1973 and a Doctorate in Geology from Dalhousie University in Halifax, Nova Scotia in 1978. She flew on space missions STS-41G, STS-31, and STS-45 and logged a total of 532 hours in space. Dr. Sullivan left NASA in August 1992 to assume the position of Chief Scientist of the National Oceanic and Atmospheric Administration (NOAA). She later went on to serve as President and CEO of the Center of Science and Industry in Columbus, Ohio. Dr. Judith Resnik was born April 5, 1949 in Akron, Ohio. She received a Bachelor of Science degree in Electrical Engineering from Carnegie-Mellon University in 1970, and a Doctorate in Electrical Engineering from University of Maryland in 1977. Dr. Resnik left a job as a senior systems engineer in product development with Xerox Corporation at El Segundo, California to work for NASA in 1978. She died on January 28, 1986 on her second mission, during the launch of Challenger STS-51-L. Anna Fisher was born August 24, 1949 in New York City, New York hometown. She received a Doctorate in Medicine in 1976 and a Master of Science in Chemistry in 1987, both from the University of California, Los Angeles. Dr. Fisher flew on STS-51A, the Space Shuttle Discovery's November 8, 1984, mission, and logged 192 hours in space, her second schedule mission was cancelled after the Space Shuttle Challenger STS-51L accident. She remains with NASA, where she has filled many positions over decades of service. Dr. Sally Ride was the first American woman in space. Born on May 26, 1951 in Los Angeles, California, she went on to receive a Bachelor in Physics and English in 1973 from Stanford University and, later, a Master in Physics in 1975 and a Doctorate in Physics in 1978, also from Stanford. She began her astronaut career as a mission specialist on STS-7, which launched from Kennedy Space Center, Florida on June 18, 1983, and later went on to fly on STS-41G. She withdrew from training for her third scheduled mission in order to serve on the investigative committee for the Space Shuttle Challenger accident and never returned to training, although she went on to work for headquarters and later to serve on the Columbia Accident Investigation Board before returning to the private sector as a physics professor.
Date 02/28/1979
NASA Center Johnson Space Center
Pilot Neil Armstrong with X- …
Photo Description NASA test pilot Neil Armstrong is seen here next to the X-15 ship #1 (56-6670) after a research flight. Neil A. Armstrong joined the National Advisory Committee for Aeronautics (NACA) at the Lewis Flight Propulsion Laboratory (later NASA?s Lewis Research Center, Cleveland, Ohio, and today the Glenn Research Center) in 1955. Later that year, he transferred to the NACA?s High-Speed Flight Station (today, NASA?s Dryden Flight Research Center) at Edwards Air Force Base in California as an aeronautical research scientist and then as a pilot, a position he held until becoming an astronaut in 1962. He was one of nine NASA astronauts in the second class to be chosen. As a research pilot Armstrong served as project pilot on the F-100A and F-100C aircraft, F-101, and the F-104A. He also flew the X-1B, X-5, F-105, F-106, B-47, KC-135, and Paresev. He left Dryden with a total of over 2450 flying hours. He was a member of the USAF-NASA Dyna-Soar Pilot Consultant Group before the Dyna-Soar project was cancelled, and studied X-20 Dyna-Soar approaches and abort maneuvers through use of the F-102A and F5D jet aircraft. Armstrong was actively engaged in both piloting and engineering aspects of the X-15 program from its inception. He completed the first flight in the aircraft equipped with a new flow-direction sensor (ball nose) and the initial flight in an X-15 equipped with a self-adaptive flight control system. He worked closely with designers and engineers in development of the adaptive system, and made seven flights in the rocket plane from December 1960 until July 1962. During those fights he reached a peak altitude of 207,500 feet in the X-15-3, and a speed of 3,989 mph (Mach 5.74) in the X-15-1. Armstrong was born August 5, 1930, in Wapakoneta, Ohio. He attended Purdue University, earning his Bachelor of Science degree in aeronautical engineering in 1955. During the Korean War, which interrupted his engineering studies, he flew 78 combat missions in F9F-2 jet fighters. He was awarded the Air Medal and two Gold Stars. He later earned a Master of Science degree in aerospace engineering from the University of Southern California. Armstrong has a total of 8 days and 14 hours in space, including 2 hours and 48 minutes walking on the Moon. In March 1966 he was commander of the Gemini 8 orbital space flight with David Scott as pilot?the first successful docking of two vehicles in orbit. On July 20, 1969, during the Apollo 11 lunar mission, he became the first human to set foot on the Moon. From 1969 to 1971 he was Deputy Associate Administrator for Aeronautics at NASA Headquarters, and resigned from NASA in August 1971 to become Professor of Engineering at the University of Cincinnati, a post he held until 1979. He became Chairman of the Board of Cardwell International, Ltd., in Lebanon, Ohio, in 1980 and served in that capacity until 1982. During the years 1982-1992, Armstrong was chairman of Computing Technologies for Aviation, Inc., in Charlottesville,, Virginia. From 1981 to 1999, he served on the board of directors for Eaton Corp. He served as chairman of the board of AIL Systems, Inc. of Deer Park, New York, until 1999 and in 2000 was elected chairman of the board of EDO Corp., a manaufacturer of electronic and mechanical systems for the aerospace, defense and industrial markets, based in New York City. From 1985 to 1986, Armstrong served on the National Commission on Space, a presidential committee to develop goals for a national space program into the 21st century. He was also Vice Chairman of the committee investigating the Space Shuttle Challenger disaster in 1986. During the early 1990s he hosted an aviation documentary series for television entitled First Flights.
Project Description The X-15 was a rocket-powered aircraft 50 ft long with a wingspan of 22 ft. It was a missile-shaped vehicle with an unusual wedge-shaped vertical tail, thin stubby wings, and unique fairings that extended along the side of the fuselage. The X-15 weighed about 14,000 lb empty and approximately 34,000 lb at launch. The XLR-99 rocket engine, manufactured by Thiokol Chemical Corp., was pilot controlled and was capable of developing 57,000 lb of rated thrust (actual thrust reportedly climbed to 60,000 lb). North American Aviation built three X-15 aircraft for the program. The X-15 research aircraft was developed to provide in-flight information and data on aerodynamics, structures, flight controls, and the physiological aspects of high-speed, high-altitude flight. A follow-on program used the aircraft as a testbed to carry various scientific experiments beyond the Earth's atmosphere on a repeated basis. For flight in the dense air of the usable atmosphere, the X-15 used conventional aerodynamic controls such as rudder surfaces on the vertical stabilizers to control yaw and canted horizontal surfaces on the tail to control pitch when moving in synchronization or roll when moved differentially. For flight in the thin air outside of the appreciable Earth's atmosphere, the X-15 used a reaction control system. Hydrogen peroxide thrust rockets located on the nose of the aircraft provided pitch and yaw control. Those on the wings provided roll control. Because of the large fuel consumption, the X-15 was air launched from a B-52 aircraft at 45,000 ft and a speed of about 500 mph. Depending on the mission, the rocket engine provided thrust for the first 80 to 120 sec of flight. The remainder of the normal 10 to 11 min. flight was powerless and ended with a 200-mph glide landing. Generally, one of two types of X-15 flight profiles was used: a high-altitude flight plan that called for the pilot to maintain a steep rate of climb, or a speed profile that called for the pilot to push over and maintain a level altitude. The X-15 was flown over a period of nearly 10 years--June 1959 to Oct. 1968--and set the world's unofficial speed and altitude records of 4,520 mph (Mach 6.7) and 354,200 ft (over 67 mi) in a program to investigate all aspects of piloted hypersonic flight. Information gained from the highly successful X-15 program contributed to the development of the Mercury, Gemini, and Apollo manned spaceflight programs, and also the Space Shuttle program. The X-15s made a total of 199 flights and were manufactured by North American Aviation. X-15-1, serial number 56-6670, is now located at the National Air and Space Museum, Washington DC. North American X-15A-2, serial number 56-6671, is at the United States Air Force Museum, Wright-Patterson AFB, Ohio. The X-15-3, serial number 56-6672, crashed on 15 November 1967, resulting in the death of Maj. Michael J. Adams.
Photo Date 1960s
ERAST Program Proteus Aircra …
Photo Description The unique shape of the Proteus high-altitude aircraft is clearly visible in this photo of the plane in flight above the rocky slopes of the Tehachapi Mountains near Mojave, California, where the Proteus was designed and built.
Project Description In the Proteus Project, NASA?s Dryden Flight Research Center, Edwards, California, is assisting Scaled Composites, Inc., Mojave, California, in developing a sophisticated station-keeping autopilot system and a Satellite Communications (SATCOM)-based uplink-downlink data system for aircraft and payload data under NASA?s Environmental Research Aircraft and Sensor Technology (ERAST) project. The ERAST Project is sponsored by the Office of Aero-Space Technology at NASA Headquarters, and is managed by the Dryden Flight Research Center. The Proteus is a unique aircraft, designed as a high-altitude, long-duration telecommunications relay platform with potential for use on atmospheric sampling and Earth-monitoring science missions. The aircraft is designed to be flown by two pilots in a pressurized cabin, but also has the potential to perform its missions semiautonomously or be flown remotely from the ground. Flight testing of the Proteus, beginning in the summer of 1998 at Mojave Airport through the end of 1999, included the installation and checkout of the autopilot system, including the refinement of the altitude hold and altitude change software. The SATCOM equipment, including avionics and antenna systems, had been installed and checked out in several flight tests. The systems performed flawlessly during the Proteus?s deployment to the Paris Airshow in 1999. NASA?s ERAST project funded development of an Airborne Real-Time Imaging System (ARTIS). Developed by HyperSpectral Sciences, Inc., the small ARTIS camera was demonstrated during the summer of 1999 when it took visual and near-infrared photos over the Experimental Aircraft Association?s "AirVenture 99" Airshow at Oshkosh, Wisconsin. The images were displayed on a computer monitor at the show only moments after they were taken. This was the second successful demonstration of the ARTIS camera. The aircraft is designed to cruise at altitudes from 59,000 to more than 65,000 feet for up to 18 hours. It was designed and built by Burt Rutan, president of Scaled Composites, Inc., to carry an 18-foot diameter telecommunications antenna system for relay of broadband data over major cities. The design allows for Proteus to be reconfigured at will for a variety of other missions such as atmospheric research, reconnaissance, commercial imaging, and launch of small space satellites. It is designed for extreme reliability and low operating costs, and to operate out of general aviation airports with minimal support. The aircraft consists of an all composite airframe with graphite-epoxy sandwich construction. It has a wingspan of 77 feet 7 inches, expandable to 92 feet with removable wingtips installed. It is 56.3 feet long and 17.6 feet high and weighs 5,900 pounds,empty. Proteus is powered by two Williams-Rolls FJ44-2 turbofan engines developing 2,300 pounds of thrust each.
Photo Date September 1999
ERAST Program Proteus Aircra …
Photo Description The Proteus high-altitude aircraft on the ramp at the Mojave Airport in Mojave, California.
Project Description In the Proteus Project, NASA?s Dryden Flight Research Center, Edwards, California, is assisting Scaled Composites, Inc., Mojave, California, in developing a sophisticated station-keeping autopilot system and a Satellite Communications (SATCOM)-based uplink-downlink data system for aircraft and payload data under NASA?s Environmental Research Aircraft and Sensor Technology (ERAST) project. The ERAST Project is sponsored by the Office of Aero-Space Technology at NASA Headquarters, and is managed by the Dryden Flight Research Center. The Proteus is a unique aircraft, designed as a high-altitude, long-duration telecommunications relay platform with potential for use on atmospheric sampling and Earth-monitoring science missions. The aircraft is designed to be flown by two pilots in a pressurized cabin, but also has the potential to perform its missions semiautonomously or be flown remotely from the ground. Flight testing of the Proteus, beginning in the summer of 1998 at Mojave Airport through the end of 1999, included the installation and checkout of the autopilot system, including the refinement of the altitude hold and altitude change software. The SATCOM equipment, including avionics and antenna systems, had been installed and checked out in several flight tests. The systems performed flawlessly during the Proteus?s deployment to the Paris Airshow in 1999. NASA?s ERAST project funded development of an Airborne Real-Time Imaging System (ARTIS). Developed by HyperSpectral Sciences, Inc., the small ARTIS camera was demonstrated during the summer of 1999 when it took visual and near-infrared photos over the Experimental Aircraft Association?s "AirVenture 99" Airshow at Oshkosh, Wisconsin. The images were displayed on a computer monitor at the show only moments after they were taken. This was the second successful demonstration of the ARTIS camera. The aircraft is designed to cruise at altitudes from 59,000 to more than 65,000 feet for up to 18 hours. It was designed and built by Burt Rutan, president of Scaled Composites, Inc., to carry an 18-foot diameter telecommunications antenna system for relay of broadband data over major cities. The design allows for Proteus to be reconfigured at will for a variety of other missions such as atmospheric research, reconnaissance, commercial imaging, and launch of small space satellites. It is designed for extreme reliability and low operating costs, and to operate out of general aviation airports with minimal support. The aircraft consists of an all composite airframe with graphite-epoxy sandwich construction. It has a wingspan of 77 feet 7 inches, expandable to 92 feet with removable wingtips installed. It is 56.3 feet long and 17.6 feet high and weighs 5,900 pounds, empty. Proteus is powered by two Williams-Rolls FJ44-2 turbofan engines developing 2,300 pounds of thrust each.
Photo Date July 26, 1999
ERAST Program Proteus Aircra …
Title ERAST Program Proteus Aircraft in Flight
Description Proteus is powered by two Williams-Rolls FJ44-2 turbofan engines developing 2,300 pounds of thrust each., The unusual design of the Proteus high-altitude aircraft, incorporating a gull-wing shape for its main wing and a long, slender forward canard, is clearly visible in this view of the aircraft in flight over the Mojave Desert in California. In the Proteus Project, NASA's Dryden Flight Research Center, Edwards, California, is assisting Scaled Composites, Inc., Mojave, California, in developing a sophisticated station-keeping autopilot system and a Satellite Communications (SATCOM)-based uplink-downlink data system for aircraft and payload data under NASA's Environmental Research Aircraft and Sensor Technology (ERAST) project. The ERAST Project is sponsored by the Office of Aero-Space Technology at NASA Headquarters, and is managed by the Dryden Flight Research Center. The Proteus is a unique aircraft, designed as a high-altitude, long-duration telecommunications relay platform with potential for use on atmospheric sampling and Earth-monitoring science missions. The aircraft is designed to be flown by two pilots in a pressurized cabin, but also has the potential to perform its missions semiautonomously or be flown remotely from the ground. Flight testing of the Proteus, beginning in the summer of 1998 at Mojave Airport through the end of 1999, included the installation and checkout of the autopilot system, including the refinement of the altitude hold and altitude change software. The SATCOM equipment, including avionics and antenna systems, had been installed and checked out in several flight tests. The systems performed flawlessly during the Proteus's deployment to the Paris Airshow in 1999. NASA's ERAST project funded development of an Airborne Real-Time Imaging System (ARTIS). Developed by HyperSpectral Sciences, Inc., the small ARTIS camera was demonstrated during the summer of 1999 when it took visual and near-infrared photos over the Experimental Aircraft Association's "AirVenture 99" Airshow at Oshkosh, Wisconsin. The images were displayed on a computer monitor at the show only moments after they were taken. This was the second successful demonstration of the ARTIS camera. The aircraft is designed to cruise at altitudes from 59,000 to more than 65,000 feet for up to 18 hours. It was designed and built by Burt Rutan, president of Scaled Composites, Inc., to carry an 18-foot diameter telecommunications antenna system for relay of broadband data over major cities. The design allows for Proteus to be reconfigured at will for a variety of other missions such as atmospheric research, reconnaissance, commercial imaging, and launch of small space satellites. It is designed for extreme reliability and low operating costs, and to operate out of general aviation airports with minimal support. The aircraft consists of an all composite airframe with graphite-epoxy sandwich construction. It has a wingspan of 77 feet 7 inches, expandable to 92 feet with removable wingtips installed. It is 56.3 feet long and 17.6 feet high and weighs 5,900 pounds, empty.
Date 07.26.1999
ERAST Program Proteus Aircra …
Title ERAST Program Proteus Aircraft in Flight over the Mojave Desert in California
Description The uniquely shaped Proteus high-altitude aircraft soars over California's Mojave Desert during a July 1999 flight. In the Proteus Project, NASA's Dryden Flight Research Center, Edwards, California, is assisting Scaled Composites, Inc., Mojave, California, in developing a sophisticated station-keeping autopilot system and a Satellite Communications (SATCOM)-based uplink-downlink data system for aircraft and payload data under NASA's Environmental Research Aircraft and Sensor Technology (ERAST) project. The ERAST Project is sponsored by the Office of Aero-Space Technology at NASA Headquarters, and is managed by the Dryden Flight Research Center. The Proteus is a unique aircraft, designed as a high-altitude, long-duration telecommunications relay platform with potential for use on atmospheric sampling and Earth-monitoring science missions. The aircraft is designed to be flown by two pilots in a pressurized cabin, but also has the potential to perform its missions semiautonomously or be flown remotely from the ground. Flight testing of the Proteus, beginning in the summer of 1998 at Mojave Airport through the end of 1999, included the installation and checkout of the autopilot system, including the refinement of the altitude hold and altitude change software. The SATCOM equipment, including avionics and antenna systems, had been installed and checked out in several flight tests. The systems performed flawlessly during the Proteus's deployment to the Paris Airshow in 1999. NASA's ERAST project funded development of an Airborne Real-Time Imaging System (ARTIS). Developed by HyperSpectral Sciences, Inc., the small ARTIS camera was demonstrated during the summer of 1999 when it took visual and near-infrared photos over the Experimental Aircraft Association's "AirVenture 99" Airshow at Oshkosh, Wisconsin. The images were displayed on a computer monitor at the show only moments after they were taken. This was the second successful demonstration of the ARTIS camera. The aircraft is designed to cruise at altitudes from 59,000 to more than 65,000 feet for up to 18 hours. It was designed and built by Burt Rutan, president of Scaled Composites, Inc., to carry an 18-foot diameter telecommunications antenna system for relay of broadband data over major cities. The design allows for Proteus to be reconfigured at will for a variety of other missions such as atmospheric research, reconnaissance, commercial imaging, and launch of small space satellites. It is designed for extreme reliability and low operating costs, and to operate out of general aviation airports with minimal support. The aircraft consists of an all composite airframe with graphite-epoxy sandwich construction. It has a wingspan of 77 feet 7 inches, expandable to 92 feet with removable wingtips installed. It is 56.3 feet long and 17.6 feet high and weighs 5,900 pounds, empty. Proteus is powered by two Williams-Rolls FJ44-2 turbofan engines developing 2,300 pounds of thrust each.
Date 07.26.1999
ERAST Program Proteus Aircra …
Title ERAST Program Proteus Aircraft in Flight over the Mojave Desert in California
Description Proteus is powered by two Williams-Rolls FJ44-2 turbofan engines developing 2,300 pounds of thrust each., The unusual design of the Proteus high-altitude aircraft, incorporating a gull-wing shape for its main wing and a long, slender forward canard, is clearly visible in this view of the aircraft in flight over the Mojave Desert in California. In the Proteus Project, NASA's Dryden Flight Research Center, Edwards, California, is assisting Scaled Composites, Inc., Mojave, California, in developing a sophisticated station-keeping autopilot system and a Satellite Communications (SATCOM)-based uplink-downlink data system for aircraft and payload data under NASA's Environmental Research Aircraft and Sensor Technology (ERAST) project. The ERAST Project is sponsored by the Office of Aero-Space Technology at NASA Headquarters, and is managed by the Dryden Flight Research Center. The Proteus is a unique aircraft, designed as a high-altitude, long-duration telecommunications relay platform with potential for use on atmospheric sampling and Earth-monitoring science missions. The aircraft is designed to be flown by two pilots in a pressurized cabin, but also has the potential to perform its missions semiautonomously or be flown remotely from the ground. Flight testing of the Proteus, beginning in the summer of 1998 at Mojave Airport through the end of 1999, included the installation and checkout of the autopilot system, including the refinement of the altitude hold and altitude change software. The SATCOM equipment, including avionics and antenna systems, had been installed and checked out in several flight tests. The systems performed flawlessly during the Proteus's deployment to the Paris Airshow in 1999. NASA's ERAST project funded development of an Airborne Real-Time Imaging System (ARTIS). Developed by HyperSpectral Sciences, Inc., the small ARTIS camera was demonstrated during the summer of 1999 when it took visual and near-infrared photos over the Experimental Aircraft Association's "AirVenture 99" Airshow at Oshkosh, Wisconsin. The images were displayed on a computer monitor at the show only moments after they were taken. This was the second successful demonstration of the ARTIS camera. The aircraft is designed to cruise at altitudes from 59,000 to more than 65,000 feet for up to 18 hours. It was designed and built by Burt Rutan, president of Scaled Composites, Inc., to carry an 18-foot diameter telecommunications antenna system for relay of broadband data over major cities. The design allows for Proteus to be reconfigured at will for a variety of other missions such as atmospheric research, reconnaissance, commercial imaging, and launch of small space satellites. It is designed for extreme reliability and low operating costs, and to operate out of general aviation airports with minimal support. The aircraft consists of an all composite airframe with graphite-epoxy sandwich construction. It has a wingspan of 77 feet 7 inches, expandable to 92 feet with removable wingtips installed. It is 56.3 feet long and 17.6 feet high and weighs 5,900 pounds, empty.
Date 07.26.1999
ERAST Program Proteus Aircra …
Title ERAST Program Proteus Aircraft in Flight over the Tehachapi Mountains in Southern California
Description The unique shape of the Proteus high-altitude aircraft is clearly visible in this photo of the plane in flight above the rocky slopes of the Tehachapi Mountains near Mojave, California, where the Proteus was designed and built. In the Proteus Project, NASA's Dryden Flight Research Center, Edwards, California, is assisting Scaled Composites, Inc., Mojave, California, in developing a sophisticated station-keeping autopilot system and a Satellite Communications (SATCOM)-based uplink-downlink data system for aircraft and payload data under NASA's Environmental Research Aircraft and Sensor Technology (ERAST) project. The ERAST Project is sponsored by the Office of Aero-Space Technology at NASA Headquarters, and is managed by the Dryden Flight Research Center. The Proteus is a unique aircraft, designed as a high-altitude, long-duration telecommunications relay platform with potential for use on atmospheric sampling and Earth-monitoring science missions. The aircraft is designed to be flown by two pilots in a pressurized cabin, but also has the potential to perform its missions semiautonomously or be flown remotely from the ground. Flight testing of the Proteus, beginning in the summer of 1998 at Mojave Airport through the end of 1999, included the installation and checkout of the autopilot system, including the refinement of the altitude hold and altitude change software. The SATCOM equipment, including avionics and antenna systems, had been installed and checked out in several flight tests. The systems performed flawlessly during the Proteus's deployment to the Paris Airshow in 1999. NASA's ERAST project funded development of an Airborne Real-Time Imaging System (ARTIS). Developed by HyperSpectral Sciences, Inc., the small ARTIS camera was demonstrated during the summer of 1999 when it took visual and near-infrared photos over the Experimental Aircraft Association's "AirVenture 99" Airshow at Oshkosh, Wisconsin. The images were displayed on a computer monitor at the show only moments after they were taken. This was the second successful demonstration of the ARTIS camera. The aircraft is designed to cruise at altitudes from 59,000 to more than 65,000 feet for up to 18 hours. It was designed and built by Burt Rutan, president of Scaled Composites, Inc., to carry an 18-foot diameter telecommunications antenna system for relay of broadband data over major cities. The design allows for Proteus to be reconfigured at will for a variety of other missions such as atmospheric research, reconnaissance, commercial imaging, and launch of small space satellites. It is designed for extreme reliability and low operating costs, and to operate out of general aviation airports with minimal support. The aircraft consists of an all composite airframe with graphite-epoxy sandwich construction. It has a wingspan of 77 feet 7 inches, expandable to 92 feet with removable wingtips installed. It is 56.3 feet long and 17.6 feet high and weighs 5,900 pounds,empty. Proteus is, powered by two Williams-Rolls FJ44-2 turbofan engines developing 2,300 pounds of thrust each.
Date 09.01.1999
ERAST Program Proteus Aircra …
Title ERAST Program Proteus Aircraft on Runway at Mojave Airport in Mojave, California
Description The Proteus high-altitude aircraft on the ramp at the Mojave Airport in Mojave, California. In the Proteus Project, NASA's Dryden Flight Research Center, Edwards, California, is assisting Scaled Composites, Inc., Mojave, California, in developing a sophisticated station-keeping autopilot system and a Satellite Communications (SATCOM)-based uplink-downlink data system for aircraft and payload data under NASA's Environmental Research Aircraft and Sensor Technology (ERAST) project. The ERAST Project is sponsored by the Office of Aero-Space Technology at NASA Headquarters, and is managed by the Dryden Flight Research Center. The Proteus is a unique aircraft, designed as a high-altitude, long-duration telecommunications relay platform with potential for use on atmospheric sampling and Earth-monitoring science missions. The aircraft is designed to be flown by two pilots in a pressurized cabin, but also has the potential to perform its missions semiautonomously or be flown remotely from the ground. Flight testing of the Proteus, beginning in the summer of 1998 at Mojave Airport through the end of 1999, included the installation and checkout of the autopilot system, including the refinement of the altitude hold and altitude change software. The SATCOM equipment, including avionics and antenna systems, had been installed and checked out in several flight tests. The systems performed flawlessly during the Proteus's deployment to the Paris Airshow in 1999. NASA's ERAST project funded development of an Airborne Real-Time Imaging System (ARTIS). Developed by HyperSpectral Sciences, Inc., the small ARTIS camera was demonstrated during the summer of 1999 when it took visual and near-infrared photos over the Experimental Aircraft Association's "AirVenture 99" Airshow at Oshkosh, Wisconsin. The images were displayed on a computer monitor at the show only moments after they were taken. This was the second successful demonstration of the ARTIS camera. The aircraft is designed to cruise at altitudes from 59,000 to more than 65,000 feet for up to 18 hours. It was designed and built by Burt Rutan, president of Scaled Composites, Inc., to carry an 18-foot diameter telecommunications antenna system for relay of broadband data over major cities. The design allows for Proteus to be reconfigured at will for a variety of other missions such as atmospheric research, reconnaissance, commercial imaging, and launch of small space satellites. It is designed for extreme reliability and low operating costs, and to operate out of general aviation airports with minimal support. The aircraft consists of an all composite airframe with graphite-epoxy sandwich construction. It has a wingspan of 77 feet 7 inches, expandable to 92 feet with removable wingtips installed. It is 56.3 feet long and 17.6 feet high and weighs 5,900 pounds, empty. Proteus is powered by two Williams-Rolls FJ44-2 turbofan engines developing 2,300 pounds of thrust each.
Date 07.26.1999
ERAST Program Proteus Aircra …
Title ERAST Program Proteus Aircraft Taking Off from Mojave Airport in Mojave, California
Description The uniquely-shaped Proteus high-altitude research aircraft lifts off from the runway at the Mojave Airport in Mojave, California. In the Proteus Project, NASA's Dryden Flight Research Center, Edwards, California, is assisting Scaled Composites, Inc., Mojave, California, in developing a sophisticated station-keeping autopilot system and a Satellite Communications (SATCOM)-based uplink-downlink data system for aircraft and payload data under NASA's Environmental Research Aircraft and Sensor Technology (ERAST) project. The ERAST Project is sponsored by the Office of Aero-Space Technology at NASA Headquarters, and is managed by the Dryden Flight Research Center. The Proteus is a unique aircraft, designed as a high-altitude, long-duration telecommunications relay platform with potential for use on atmospheric sampling and Earth-monitoring science missions. The aircraft is designed to be flown by two pilots in a pressurized cabin, but also has the potential to perform its missions semiautonomously or be flown remotely from the ground. Flight testing of the Proteus, beginning in the summer of 1998 at Mojave Airport through the end of 1999, included the installation and checkout of the autopilot system, including the refinement of the altitude hold and altitude change software. The SATCOM equipment, including avionics and antenna systems, had been installed and checked out in several flight tests. The systems performed flawlessly during the Proteus's deployment to the Paris Airshow in 1999. NASA's ERAST project funded development of an Airborne Real-Time Imaging System (ARTIS). Developed by HyperSpectral Sciences, Inc., the small ARTIS camera was demonstrated during the summer of 1999 when it took visual and near-infrared photos over the Experimental Aircraft Association's "AirVenture 99" Airshow at Oshkosh, Wisconsin. The images were displayed on a computer monitor at the show only moments after they were taken. This was the second successful demonstration of the ARTIS camera. The aircraft is designed to cruise at altitudes from 59,000 to more than 65,000 feet for up to 18 hours. It was designed and built by Burt Rutan, president of Scaled Composites, Inc., to carry an 18-foot diameter telecommunications antenna system for relay of broadband data over major cities. The design allows for Proteus to be reconfigured at will for a variety of other missions such as atmospheric research, reconnaissance, commercial imaging, and launch of small space satellites. It is designed for extreme reliability and low operating costs, and to operate out of general aviation airports with minimal support. The aircraft consists of an all composite airframe with graphite-epoxy sandwich construction. It has a wingspan of 77 feet 7 inches, expandable to 92 feet with removable wingtips installed. It is 56.3 feet long and 17.6 feet high and weighs 5,900 pounds, empty. Proteus is powered by two Williams-Rolls FJ44-2 turbofan engines developing 2,300 pounds of thrust each.
Date 07.26.1999
ERAST Program Proteus Aircra …
Title ERAST Program Proteus Aircraft Taxiing on Runway at Mojave Airport in Mojave, California
Description A frontal view of the Proteus high-altitude aircraft on the ramp at the Mojave Airport in Mojave, California in July 1999. In the Proteus Project, NASA's Dryden Flight Research Center, Edwards, California, is assisting Scaled Composites, Inc., Mojave, California, in developing a sophisticated station-keeping autopilot system and a Satellite Communications (SATCOM)-based uplink-downlink data system for aircraft and payload data under NASA's Environmental Research Aircraft and Sensor Technology (ERAST) project. The ERAST Project is sponsored by the Office of Aero-Space Technology at NASA Headquarters, and is managed by the Dryden Flight Research Center. The Proteus is a unique aircraft, designed as a high-altitude, long-duration telecommunications relay platform with potential for use on atmospheric sampling and Earth-monitoring science missions. The aircraft is designed to be flown by two pilots in a pressurized cabin, but also has the potential to perform its missions semiautonomously or be flown remotely from the ground. Flight testing of the Proteus, beginning in the summer of 1998 at Mojave Airport through the end of 1999, included the installation and checkout of the autopilot system, including the refinement of the altitude hold and altitude change software. The SATCOM equipment, including avionics and antenna systems, had been installed and checked out in several flight tests. The systems performed flawlessly during the Proteus's deployment to the Paris Airshow in 1999. NASA's ERAST project funded development of an Airborne Real-Time Imaging System (ARTIS). Developed by HyperSpectral Sciences, Inc., the small ARTIS camera was demonstrated during the summer of 1999 when it took visual and near-infrared photos over the Experimental Aircraft Association's "AirVenture 99" Airshow at Oshkosh, Wisconsin. The images were displayed on a computer monitor at the show only moments after they were taken. This was the second successful demonstration of the ARTIS camera. The aircraft is designed to cruise at altitudes from 59,000 to more than 65,000 feet for up to 18 hours. It was designed and built by Burt Rutan, president of Scaled Composites, Inc., to carry an 18-foot diameter telecommunications antenna system for relay of broadband data over major cities. The design allows for Proteus to be reconfigured at will for a variety of other missions such as atmospheric research, reconnaissance, commercial imaging, and launch of small space satellites. It is designed for extreme reliability and low operating costs, and to operate out of general aviation airports with minimal support. The aircraft consists of an all composite airframe with graphite-epoxy sandwich construction. It has a wingspan of 77 feet 7 inches, expandable to 92 feet with removable wingtips installed. It is 56.3 feet long and 17.6 feet high and weighs 5,900 pounds, empty. Proteus is powered by two Williams-Rolls FJ44-2 turbofan engines developing 2,300 pounds of thrust each.
Date 07.26.1999
NASA's Aquarius/SAC-D Missio …
nasa, nasaheadquartersflickr …
Gary Lagerloef, Aquarius Pri …
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NASA's Aquarius/SAC-D Missio …
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Gary Lagerloef, left, Aquari …
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NASA's Aquarius/SAC-D Missio …
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Astrobiology Press Conferenc …
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Steven Benner, a distinguish …
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NASA's Aquarius/SAC-D Missio …
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Seated from left, Eric Linds …
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Astrobiology Press Conferenc …
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Felisa Wolfe-Simon, a lead r …
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Astrobiology Press Conferenc …
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Felisa Wolfe-Simon, a lead r …
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Astrobiology Press Conferenc …
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Pamela Conrad, an astrobiolo …
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Astrobiology Press Conferenc …
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Felisa Wolfe-Simon, a lead r …
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Astrobiology Press Conferenc …
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Steven Benner, a distinguish …
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date 2010-12-02
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GLORY Mission Press Conferen …
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Brian Cairns, from NASA's Go …
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date 2011-01-25
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GLORY Mission Press Conferen …
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Michael Mischenko, from NASA …
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GLORY Mission Press Conferen …
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Joy Bretthauer, Glory Progra …
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GLORY Mission Press Conferen …
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Joy Bretthauer, Glory Progra …
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GLORY Mission Press Conferen …
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Greg Kopp, from the Universi …
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GLORY Mission Press Conferen …
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Bryan Fafaul, Glory Project …
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GLORY Mission Press Conferen …
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A small model of the Glory e …
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NASA's Aquarius/SAC-D Missio …
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A reporter asks a question t …
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Pacific Dictates Droughts an …
PIA05071
Sol (our sun)
Altimeter
Title Pacific Dictates Droughts and Drenchings
Original Caption Released with Image The latest remote sensing data from NASA's Jason satellite show that the equatorial Pacific sea surface levels are higher, indicating warmer sea surface temperatures in the central and west Pacific Ocean. This pattern has the appearance of La Niña rather than El Niño. This contrasts with the Bering Sea, Gulf of Alaska and U.S. West Coast where lower-than-normal sea surface levels and cool ocean temperatures continue (indicated by blue and purple areas). The image above is a global map of sea surface height, accurate to within 30 millimeters. The image represents data collected and composited over a 10-day period, ending on Jan 23, 2004. The height of the water relates to the temperature of the water. As the ocean warms, its level rises, and as it cools, its level falls. Yellow and red areas indicate where the waters are relatively warmer and have expanded above sea level, green indicates near normal sea level, and blue and purple areas show where the waters are relatively colder and the surface is lower than sea level. The blue areas are between 5 and 13 centimeters (2 and 5 inches) below normal, whereas the purple areas range from 14 to 18 centimeters (6 to 7 inches) below normal. The Jason satellite carries a dual-frequency radar altimeter. This instrument beams microwave pulses-at 13.6 and 5.3 Gigahertz, respectively-downward toward the Earth. To determine the ocean's height, the instrument precisely measures the time it takes for the microwave pulses to bounce off the surface and return to the spacecraft. This measure, multiplied by the speed of light, gives the range from the satellite to the ocean surface. (For more details, visit the Jason Website [ http://topex-www.jpl.nasa.gov ].) The joint U.S.-French Topex/Poseidon mission is managed by the JPL for NASA's Earth Science Enterprise, NASA Headquarters, Washington, D.C. JPL is a division of the California Institute of Technology in Pasadena. Research on Earth's oceans using Jason and other space-based capabilities is conducted by NASA's Earth Science Enterprise to better understand and protect our home planet. For more information on Topex/Poseidon, see http://topex-www.jpl.nasa.gov.
NASA Data Helps Track Heat P …
PIA06342
Sol (our sun)
Altimeter
Title NASA Data Helps Track Heat Potential Fueling Rita
Original Caption Released with Image Tropical Cyclone Heat Potential (TCHP) field in the Gulf of Mexico during September 22, 2005. The path of Hurricane Rita is indicated with circles spaced every 3 hours with their size and color representing intensity (see legend). This hurricane intensified to category 5 as it traveled over the Loop Current and a warm core ring (the finger of red and yellow). Rita diminished to category 3 as its path went over a region of lower TCHP (and cooler waters) outside the Loop Current and ring. The diamonds indicate the National Hurricane Center predicted track and intensity as it makes landfall, and are spaced by 24 hours. Altimeter data on NASA's Jason-1, the US Navy's GFO, and the European Envisat satellites provide sea surface height data used in generating the TCHP fields. The Jason satellite carries a dual-frequency radar altimeter. This instrument beams microwave pulses-at 13.6 and 5.3 Gigahertz, respectively-downward toward the Earth. To determine the ocean's height, the instrument precisely measures the time it takes for the microwave pulses to bounce off the surface and return to the spacecraft. This measure, multiplied by the speed of light, gives the range from the satellite to the ocean surface. The joint U.S.-French Topex/Poseidon mission is managed by the JPL for NASA's Earth Science Enterprise, NASA Headquarters, Washington, D.C. JPL is a division of the California Institute of Technology in Pasadena. Research on Earth's oceans using Jason and other space-based capabilities is conducted by NASA's Earth Science Enterprise to better understand and protect our home planet. For more information on Topex/Poseidon, see http://topex-www.jpl.nasa.gov [ http://topex-www.jpl.nasa.gov ].)
Rita Roars Through a Warm Gu …
PIA06428
Sol (our sun)
Altimeter
Title Rita Roars Through a Warm Gulf (September 21, 2005)
Original Caption Released with Image This sea surface height map of the Gulf of Mexico, with the Florida peninsula on the right and the Texas-Mexico Gulf Coast on the left, is based on altimeter data from four satellites including NASA?s Topex/Poseidon and Jason. Red indicates a strong circulation of much warmer waters, which can feed energy to a hurricane. This area stands 35 to 60 centimeters (about 13 to 23 inches) higher than the surrounding waters of the Gulf. The actual track of a hurricane is primarily dependent upon steering winds, which are forecasted through the use of atmospheric models. However, the interaction of the hurricane with the upper ocean is the primary source of energy for the storm. Hurricane intensity is therefore greatly affected by the upper ocean temperature structure and can exhibit explosive growth over warm ocean currents and eddies. Eddies are currents of water that run contrary to the direction of the main current. According to the forecasted track through the Gulf of Mexico, Hurricane Rita will continue crossing the warm waters of a Gulf of Mexico circulation feature called the Loop Current and then pass near a warm-water eddy called the Eddy Vortex, located in the north central Gulf, south of Louisiana. The Jason satellite carries a dual-frequency radar altimeter. This instrument beams microwave pulses-at 13.6 and 5.3 Gigahertz, respectively-downward toward the Earth. To determine the ocean's height, the instrument precisely measures the time it takes for the microwave pulses to bounce off the surface and return to the spacecraft. This measure, multiplied by the speed of light, gives the range from the satellite to the ocean surface. The joint U.S.-French Topex/Poseidon mission is managed by the JPL for NASA's Earth Science Enterprise, NASA Headquarters, Washington, D.C. JPL is a division of the California Institute of Technology in Pasadena. Research on Earth's oceans using Jason and other space-based capabilities is conducted by NASA's Earth Science Enterprise to better understand and protect our home planet. For more information on Topex/Poseidon, see http://topex-www.jpl.nasa.gov [ http://topex-www.jpl.nasa.gov ].)
Rita Roars Through a Warm Gu …
PIA06427
Sol (our sun)
Altimeter
Title Rita Roars Through a Warm Gulf (September 22, 2005)
Original Caption Released with Image This sea surface height map of the Gulf of Mexico, with the Florida peninsula on the right and the Texas-Mexico Gulf Coast on the left, is based on altimeter data from four satellites including NASA?s Topex/Poseidon and Jason. Red indicates a strong circulation of much warmer waters, which can feed energy to a hurricane. This area stands 35 to 60 centimeters (about 13 to 23 inches) higher than the surrounding waters of the Gulf. The actual track of a hurricane is primarily dependent upon steering winds, which are forecasted through the use of atmospheric models. However, the interaction of the hurricane with the upper ocean is the primary source of energy for the storm. Hurricane intensity is therefore greatly affected by the upper ocean temperature structure and can exhibit explosive growth over warm ocean currents and eddies. Eddies are currents of water that run contrary to the direction of the main current. According to the forecasted track through the Gulf of Mexico, Hurricane Rita will continue crossing the warm waters of a Gulf of Mexico circulation feature called the Loop Current and then pass near a warm-water eddy called the Eddy Vortex, located in the north central Gulf, south of Louisiana. The Jason satellite carries a dual-frequency radar altimeter. This instrument beams microwave pulses-at 13.6 and 5.3 Gigahertz, respectively-downward toward the Earth. To determine the ocean's height, the instrument precisely measures the time it takes for the microwave pulses to bounce off the surface and return to the spacecraft. This measure, multiplied by the speed of light, gives the range from the satellite to the ocean surface. The joint U.S.-French Topex/Poseidon mission is managed by the JPL for NASA's Earth Science Enterprise, NASA Headquarters, Washington, D.C. JPL is a division of the California Institute of Technology in Pasadena. Research on Earth's oceans using Jason and other space-based capabilities is conducted by NASA's Earth Science Enterprise to better understand and protect our home planet. For more information on Topex/Poseidon, see http://topex-www.jpl.nasa.gov [ http://topex-www.jpl.nasa.gov ].)
Wilma's Trek Through Warm Ca …
PIA03055
Sol (our sun)
Altimeter
Title Wilma's Trek Through Warm Caribbean/Gulf Waters
Original Caption Released with Image This sea surface height map of the Gulf of Mexico and the northwestern Caribbean Sea, with the Florida peninsula on the upper right, is based on altimeter data from three satellites including NASA's Jason-1. Red indicates a strong circulation of much warmer waters, which can feed energy to a hurricane. This area stands 35 to 45 centimeters (about 13 to 17 inches) higher than the surrounding waters of the Gulf. The actual track of a hurricane is primarily dependent upon steering winds, which are forecasted through the use of atmospheric models. However, the interaction of the hurricane with the upper ocean is the primary source of energy for the storm. Hurricane intensity is therefore greatly affected by the upper ocean temperature structure and can exhibit explosive growth over warm ocean currents and eddies. According to the forecasted track through the Yucatan Channel, Hurricane Wilma will cross the Yucatan Peninsula and then turn sharply to the northeast, passing over the warm waters of the Gulf of Mexico circulation feature called the Loop Current on its way towards southeast Florida. The storm may intensify as it passes over the warm water of the Loop Current. The Jason-1 satellite carries a dual-frequency radar altimeter. This instrument beams microwave pulses-at 13.6 and 5.3 Gigahertz, respectively-downward toward the Earth. To determine the ocean's height, the instrument precisely measures the time it takes for the microwave pulses to bounce off the surface and return to the spacecraft. This measure, multiplied by the speed of light, gives the range from the satellite to the ocean surface. The joint U.S.-French Jason-1 mission is managed by the JPL for NASA's Earth Science Enterprise, NASA Headquarters, Washington, D.C. JPL is a division of the California Institute of Technology in Pasadena. Research on Earth's oceans using Jason-1 and other space-based capabilities is conducted by NASA's Earth Science Enterprise to better understand and protect our home planet. For more information on Jason-1, see http://sealevel.jpl.nasa.gov [ http://sealevel.jpl.nasa.gov ].)
Jason Satellite Observes Mil …
PIA01939
Sol (our sun)
Altimeter
Title Jason Satellite Observes Mild El Nino in 2006
Original Caption Released with Image In September 2006, NASA satellite data indicated that El Niño had returned to the tropical Pacific Ocean, although it was relatively weak. As of early October, scientists were not sure if the event would persist, and it was much less intense than the last major El Niño episode, which happened in 1997-1998. That event brought devastating floods to California that cost millions of dollars in damage while severe drought struck Indonesia, Australia, and the Philippines. Among the ocean characteristics that signal developing El Niño events is a change in average sea surface height compared to normal sea level. When water warms, it expands a little, which changes its volume slightly. When heat begins to build up in the Pacific during an El Niño event, the sea surface height begins to creep up. NASA observes changes in average sea surface height using its Jason satellite. The image is based on the average of 10 days of data centered on September 15, 2006, compared to the long-term average of observations from 1993-2005. In this image, places where the Pacific sea surface height is higher (warmer) than normal are yellow, orange, and red, and places where the sea surface is lower (cooler) than normal are blue and purple. Green shows where conditions are near normal. The swath of red in the center of the scene reveals that an El Niño was in progress when Jason observed the Pacific. El Niño is a cyclical warming of the ocean waters in the central and eastern tropical Pacific that generally occurs every 3 to 7 years. It is linked with changes in air pressure and high-level winds that can affect weather worldwide. Typically peaking during the Northern Hemisphere winter months, El Niño is the warm phase of the El Niño/Southern Oscillation. It alternates with La Niña, the cooling of ocean waters in the same region of the Pacific. According to Bill Patzert, oceanographer and climatologist at NASA's Jet Propulsion Laboratory, "The present conditions indicate that the intensity of this El Niño is too weak to have a major influence on current weather patterns. But, if the ocean waters continue to warm and spread eastward, this event would likely strengthen, perhaps bringing much-needed rainfall to the southwestern and southeastern United States this winter." The Jason satellite carries a dual-frequency radar altimeter. This instrument beams microwave pulses-at 13.6 and 5.3 Gigahertz, respectively-downward toward the Earth. To determine the ocean's height, the instrument precisely measures the time it takes for the microwave pulses to bounce off the surface and return to the spacecraft. This measure, multiplied by the speed of light, gives the range from the satellite to the ocean surface. The joint U.S.-French Topex/Poseidon mission is managed by the JPL for NASA's Science Mission Directorate, NASA Headquarters, Washington, D.C. JPL is a division of the California Institute of Technology in Pasadena. Research on Earth's oceans using Jason and other, space-based capabilities is conducted by NASA's Science Mission Directorate to better understand and protect our home planet. For more information on NASA's ocean surface topography missions, see http://sealevel.jpl.nasa.gov/ [ http://sealevel.jpl.nasa.gov/ ] or to view the latest Jason data see http://sealevel.jpl.nasa.gov/science/jason1-quick-look/ [ http://sealevel.jpl.nasa.gov/science/jason1-quick-look/ ].
Pacific Decadal Oscillation
PIA03460
Sol (our sun)
Altimeter
Title Pacific Decadal Oscillation
Original Caption Released with Image Like fall and winter of 2000, this year's Topex/Poseidon satellite data shows that the Pacific ocean continues to be dominated by the strong Pacific Decadal Oscillation, which is larger than the El Niño/La Niña pattern. The data, taken during a ten-day collection cycle ending Oct. 29,2001, show that the near-equatorial ocean has been very quiet in the past year, and sea levels and sea surface temperatures are near normal. Above-normal sea surface heights and warmer ocean temperatures, indicated by the red and white areas, still blanket the far western tropical Pacific and much of the north mid-Pacific. Red areas are about 10 centimeters (4inches) above normal, white areas show the sea surface height is between 14 and 32 centimeters (6 to 13 inches) above normal. In the western Pacific, the buildup of the Pacific Decadal Oscillation pattern, first noted by Topex/Poseidon oceanographers more than three years ago, has outlasted both the El Niño and La Niña of the past few years. This warmth contrasts with the Bering Sea, Gulf of Alaska and the west coast of the United States, where lower than normal sea surface levels and cool ocean temperatures continue, as indicated by the blue areas. The blue areas are between 5 and 13 centimeters (2 and 5 inches) below normal, while the purple areas range from 14 to 18 centimeters (6 to 7 inches) below normal. According to oceanographer Dr. William Patzert of NASA's Jet Propulsion Laboratory, Pasadena, Calif., the striking similarity between data taken in 2000 and the same time period in 2001 indicates that winter weather forecasts for this year will be similar to last year. The joint U.S.-French Topex/Poseidon mission is managed by the JPL for NASA's Earth Science Enterprise, NASA Headquarters, Washington, D.C. JPL is a division of the California Institute of Technology in Pasadena. For more information on Topex/Poseidon, see the Topex/Poseidon Web Site [ http://topex-www.jpl.nasa.gov ].
Where is La Niña?
PIA04622
Sol (our sun)
Altimeter
Title Where is La Niña?
Original Caption Released with Image Since the weak El Niño event of last winter, the equatorial Pacific has cooled and oceanographers have been on a La Niña "watch." Thus far, equatorial waters have seesawed between cooling and the present slight warming. Elsewhere, the northern and northeastern Pacific Ocean remains quite cool and sea levels are much lower than normal. These cooler ocean waters off the U.S. West Coast have driven a cooler and foggier spring and early summer along the coast, and guided the North Pacific Jet Stream north, keeping the West and Southwest in the grip of a 5-year drought. Sea-surface heights are a measure of how much heat is stored in the ocean below to influence future planetary climate events. Jason scientists will continue to monitor the Pacific closely for further signs of La Niña formation and intensity, or not. These Jason data were taken during a 10-day collection cycle ending July 3, 2003. The near-equatorial ocean has been very quiet, although sea levels and sea-surface temperatures are near normal or slightly warmer throughout the far western and central equatorial Pacific. Red areas are about 10 centimeters (4 inches) above normal, white areas show the sea-surface height is between 14 and 32 centimeters (6 to 13 inches) above normal. This slight rise in sea levels (warming) contrasts with the Bering Sea, Gulf of Alaska and U.S. West Coast, where lower-than-normal sea-surface levels (blue areas) and cool ocean temperatures continue. The blue areas are between 5 and 13 centimeters (2 and 5 inches) below normal, and the purple areas range from 14 to 18 centimeters (6 to 7 inches) below normal. The joint U.S.-French Topex/Poseidon mission is managed by the JPL for NASA's Earth Science Enterprise, NASA Headquarters, Washington, D.C. JPL is a division of the California Institute of Technology in Pasadena. Research on Earth's oceans using Jason and other space-based capabilities is conducted by NASA's Earth Science Enterprise to better understand and protect our home planet. For more information on Topex/Poseidon, see http://topex-www.jpl.nasa.gov [ http://topex-www.jpl.nasa.gov ].
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