The Effect of Magnetic Variability on Stellar Angular Momentum Loss II: The Sun, 61 Cygni A, ϵ\epsilon Eridani, ξ\xi Bootis A and τ\tau Bootis A

The magnetic fields of low-mass stars are observed to be variable on decadal timescales, ranging in behaviour from cyclic to stochastic. The changing strength and geometry of the magnetic field should modify the efficiency of angular momentum loss by stellar winds, but this has not been well quantified. In Finley et al. (2018) we investigated the variability of the Sun, and calculated the time-varying angular momentum loss rate in the solar wind. In this work, we focus on four low-mass stars that have all had their surface magnetic fields mapped for multiple epochs. Using mass loss rates determined from astrospheric Lyman-$\alpha$ absorption, in conjunction with scaling relations from the MHD simulations of Finley & Matt (2018), we calculate the torque applied to each star by their magnetised stellar winds. The variability of the braking torque can be significant. For example, the largest torque for $\epsilon$ Eri is twice its decadal averaged value. This variation is comparable to that observed in the solar wind, when sparsely sampled. On average, the torques in our sample range from 0.5-1.5 times their average value. We compare these results to the torques of Matt et al. (2015), which use observed stellar rotation rates to infer the long-time averaged torque on stars. We find that our stellar wind torques are systematically lower than the long-time average values, by a factor of ~3-30. Stellar wind variability appears unable to resolve this discrepancy, implying that there remain some problems with observed wind parameters, stellar wind models, or the long-term evolution models, which have yet to be understood.Comment: 15 pages + 8 figures, accepted for publication to Ap

Estimating stellar wind parameters from low-resolution magnetograms

Funding: UK Science and Technology Facilities Funding Council (STFC).Stellar winds govern the angular momentum evolution of solar-like stars throughout their main-sequence lifetime. The efficiency of this process depends on the geometry of the star's magnetic field. There has been a rapid increase recently in the number of stars for which this geometry can be determined through spectropolarimetry. We present a computationally efficient method to determine the 3D geometry of the stellar wind and to estimate the mass-loss rate and angular momentum loss rate based on these observations. Using solar magnetograms as examples, we quantify the extent to which the values obtained are affected by the limited spatial resolution of stellar observations. We find that for a typical stellar surface resolution of 20o–30o, predicted wind speeds are within 5 per cent of the value at full resolution. Mass-loss rates and angular momentum loss rates are within 5–20 per cent. In contrast, the predicted X-ray emission measures can be underestimated by one-to-two orders of magnitude, and their rotational modulations by 10–20 per cent.Publisher PDFPeer reviewe

The effects of stellar winds on the magnetospheres and potential habitability of exoplanets

Context: The principle definition of habitability for exoplanets is whether they can sustain liquid water on their surfaces, i.e. that they orbit within the habitable zone. However, the planet's magnetosphere should also be considered, since without it, an exoplanet's atmosphere may be eroded away by stellar winds. Aims: The aim of this paper is to investigate magnetospheric protection of a planet from the effects of stellar winds from solar-mass stars. Methods: We study hypothetical Earth-like exoplanets orbiting in the host star's habitable zone for a sample of 124 solar-mass stars. These are targets that have been observed by the Bcool collaboration. Using two wind models, we calculate the magnetospheric extent of each exoplanet. These wind models are computationally inexpensive and allow the community to quickly estimate the magnetospheric size of magnetised Earth-analogues orbiting cool stars. Results: Most of the simulated planets in our sample can maintain a magnetosphere of ~5 Earth radii or larger. This suggests that magnetised Earth analogues in the habitable zones of solar analogues are able to protect their atmospheres and is in contrast to planets around young active M dwarfs. In general, we find that Earth-analogues around solar-type stars, of age 1.5 Gyr or older, can maintain at least a Paleoarchean Earth sized magnetosphere. Our results indicate that planets around 0.6 - 0.8 solar-mass stars on the low activity side of the Vaughan-Preston gap are the optimum observing targets for habitable Earth analogues.Comment: 8 pages, 3 figures, accepted to Astronomy and Astrophysic

Counterflowing Jet Subsystem Design

A counterflowing jet design (a spacecraft and trans-atmospheric subsystem) employs centrally located, supersonic cold gas jets on the face of the vehicle, ejecting into the oncoming free stream. Depending on the supersonic free-stream conditions and the ejected mass flow rate of the counterflowing jets, the bow shock of the vehicle is moved upstream, further away from the vehicle. This results in an increasing shock standoff distance of the bow shock with a progressively weaker shock. At a critical jet mass flow rate, the bow shock becomes so weak that it is transformed into a series of compression waves spread out in a much wider region, thus significantly modifying the flow that wets the outer surfaces, with an attendant reduction in wave and skin friction drag and aerothermal loads

Method and system for control of upstream flowfields of vehicle in supersonic or hypersonic atmospheric flight

The upstream flowfield of a vehicle traveling in supersonic or hypersonic atmospheric flight is actively controlled using attribute(s) experienced by the vehicle. Sensed attribute(s) include pressure along the vehicle's outer mold line, temperature along the vehicle's outer mold line, heat flux along the vehicle's outer mold line, and/or local acceleration response of the vehicle. A non-heated, non-plasma-producing gas is injected into an upstream flowfield of the vehicle from at least one surface location along the vehicle's outer mold line. The pressure of the gas so-injected is adjusted based on the attribute(s) so-sensed

Observations of Shock Diffusion and Interactions in Supersonic Freestreams with Counterflowing Jets

One of the technical challenges in long-duration space exploration and interplanetary missions is controlled entry and re-entry into planetary and Earth atmospheres, which requires the dissipation of considerable kinetic energy as the spacecraft decelerates and penetrates the atmosphere. Efficient heat load management of stagnation points and acreage heating remains a technological challenge and poses significant risk, particularly for human missions. An innovative approach using active flow control concept is proposed to significantly modify the external flow field about the spacecraft in planetary atmospheric entry and re-entry in order to mitigate the harsh aerothermal environments, and significantly weaken and disperse the shock-wave system to reduce aerothermal loads and wave drag, as well as improving aerodynamic performance. To explore the potential benefits of this approach, we conducted fundamental experiments in a trisonic blow down wind tunnel to investigate the effects of counterflowing sonic and supersonic jets against supersonic freestreams to gain a better understanding of the flow physics of the interactions of the opposing flows and the resulting shock structure

The Dynamics of Shock Dispersion and Interactions in Supersonic Freestreams with Counterflowing Jets

An active flow control concept using counterflowing jets to significantly modify the external flowfields and strongly weaken or disperse the shock-waves of supersonic and hypersonic vehicles to reduce the aerothermal loads and wave drag was investigated. Experiments were conducted in a trisonic blow-down wind-tunnel, complemented by pre-test computational fluid dynamics (CFD) analysis of a 2.6% scale model of Apollo capsule, with and without counterflowing jets, in Mach 3.48 and 4.0 freestreams, to assess the potential aerothermal and aerodynamic benefits of this concept. The model was instrumented with heat flux gauges, thermocouples and pressure taps, and employed five counterflowing jet nozzles (three sonic and other two supersonic with design Mach numbers of 2.44 and 2.94) and nozzle exit diameters ranging from 0.25 to 0.5 inch. Schlieren data show that at low jet flow rates of 0.05 and 0.1lb(sub m)/sec, the interactions result in a long penetration mode (LPM) jet, while the short penetration mode (SPM) jet is observed at flow rates greater than 0.1 lb(sub m)/sec., consistent with the pre-test CFD predictions. For the LPM, the jet appears to be nearly fully-expanded, resulting in a very unsteady and oscillatory flow structure in which the bow shock becomes highly dispersed such that it is no longer discernable. Higher speed camera Schlieren data reveal the shock to be dispersed into striations of compression waves, which suddenly coalesce to a weaker bow shock with a larger standoff distance as the flow rate reached a critical value. The pronounced shock dispersion could significantly impact the aerodynamic performance (L/D) and heat flux reduction of spacecraft in atmospheric entry and re-entry, and could also attenuate the entropy layer in hypersonic blunt body flows. For heat transfer, the results show significant reduction in heat flux, even giving negative heat flux for some of the SPM interactions, indicating that the flow wetting the model is cooling, instead of heating the model, which could significantly impact the requirements and design of thermal protection system. These findings strongly suggest that the application of counterflowing jets as active flow control could have strong impact on supersonic and hypersonic vehicle design and performance

Method and System for Weakening Shock Wave Strength at Leading Edge Surfaces of Vehicle in Supersonic Atmospheric Flight

A method and system are provided to weaken shock wave strength at leading edge surfaces of a vehicle in atmospheric flight. One or more flight-related attribute sensed along a vehicle's outer mold line are used to control the injection of a non-heated, non-plasma-producing gas into a local external flowfield of the vehicle from at least one leading-edge surface location along the vehicle's outer mold line. Pressure and/or mass flow rate of the gas so-injected is adjusted in order to cause a Rankine-Hugoniot Jump Condition along the vehicle's outer mold line to be violated

Could a change in magnetic field geometry cause the break in the wind-activity relation?

AAV acknowledges support from the Swiss National Science Foundation through an Ambizione Fellowship. SVJ and SBS acknowledge research funding by the Deutsche Forschungsgemeinschaft under grant SFB 963/1, project A16.Wood et al. suggested that mass-loss rate is a function of X-ray flux (dot{M}∝ F_x^{1.34}) for dwarf stars with Fx ≲ Fx,6 ≡ 106 erg cm-2 s-1. However, more active stars do not obey this relation. These authors suggested that the break at Fx,6 could be caused by significant changes in magnetic field topology that would inhibit stellar wind generation. Here, we investigate this hypothesis by analysing the stars in Wood et al. sample that had their surface magnetic fields reconstructed through Zeeman-Doppler Imaging (ZDI). Although the solar-like outliers in the dot{M} - Fx relation have higher fractional toroidal magnetic energy, we do not find evidence of a sharp transition in magnetic topology at Fx,6. To confirm this, further wind measurements and ZDI observations at both sides of the break are required. As active stars can jump between states with highly toroidal to highly poloidal fields, we expect significant scatter in magnetic field topology to exist for stars with Fx ≳ Fx,6. This strengthens the importance of multi-epoch ZDI observations. Finally, we show that there is a correlation between Fx and magnetic energy, which implies that dot{M} - magnetic energy relation has the same qualitative behaviour as the original dot{M} - Fx relation. No break is seen in any of the Fx - magnetic energy relations.Publisher PDFPeer reviewe