Connect with us

Space & Physics

In search for red aurorae in ancient Japan

Ryuho Kataoka, a Japanese auroral scientist, played a seminal role in searching for evidence of super-geomagnetic storms in the past using historical methods

Karthik Vinod

Published

on

Professor Ryuho Kataoka in his office at NIPR, with the fan-shaped painting behind him, Picture courtesy: RK Works

Aurorae seen on Earth are the end of a complex process that begins with a violent, dynamic process deep within the sun’s interior.

However, studying the depths of the sun is no easy task, even for scientists. The best they can do is to observe the surface using space-based telescopes. One problem that scientists are attempting to solve is how a super-geomagnetic storm on Earth comes to being. These geomagnetic storms find their roots in sunspots, that are acne-like depressions on the sun’s surface. As the sun approaches the peak of its 11-year solar cycle, these sunspots, numbering in the hundreds, occasionally release all that stored magnetic energy into deep space, in the form of coronal mass ejections (CMEs) (which are hot wisps of gas superheated to thousands of degrees).

If the earth lies in the path of an oncoming CME, the energy release from their resultant magnetic field alignment can cause intense geomagnetic storms and aurorae on Earth.

This phenomenon, which is astrophysical and also electromagnetic in nature, can have serious repercussions for our modern technological society.

Super-geomagnetic storms, a particularly worse form of geomagnetic storm, can induce power surges in our infrastructure, causing power outages that can plunge the world into darkness, and can cause irreversible damages to our infrastructure. The last recorded super-geomagnetic storm event occurred more than 150 years ago. Known as the Carrington event, the storm destroyed telegraph lines across North America and Europe in 1859. The risk for a Carrington-class event to happen again was estimated to be 1 in 500-years, which is quite low, but based on limited data. Ramifications are extremely dangerous if it were to ever happen.

However, in the past decade, it was learnt that such super-geomagnetic storms are much more common than scientists had figured. To top it all, it wasn’t just science, but it was a valuable contribution by art – specifically ancient Japanese and Chinese historical records that shaped our modern understanding of super-geomagnetic storms.

Ryuho Kataoka, a Japanese space physicist, played a seminal role in searching for evidence of super-geomagnetic storms in the past using historical methods. He is presently an associate professor in physics, holding positions at Japan’s National Institute of Polar Research, and The Graduate University for Advanced Studies.

“There is no modern digital dataset to identify extreme space weather events, particularly super-geomagnetic storms,” said Professor Kataoka. “If you have good enough data, we can input them into supercomputers to do physics-based simulation.”

However, sunspot records go until the late 18th century when sunspots were actively being cataloged. In an effort to fill the data gap, Professor Kataoka decided to be at the helm of a very new but promising interdisciplinary field combining the arts with space physics. “The data is limited by at least 50 years,” said Professor Kataoka. “So we decided to search for these red vapor events in Japanese history, and see the occurrence patterns … and if we are lucky enough, we can see detailed features in these lights, pictures or drawings.” Until the summer of 2015, Ryuho Kataoka wasn’t aware of how vast ancient Japanese and Chinese history records really were.

In the past 7 years, he’s researched a very specific red aurora, in documents extending to more than 1400 years. “Usually, auroras are known for their green colors – but during the geomagnetic storm, the situation is very different,” he said. “Red is of course unusual, but we can only see red during a powerful geomagnetic storm, especially in lower latitudes. From a scientific perspective, it’s a very reasonable way to search for red signs in historical documents.”

A vast part of these historical red aurora studies that Professor Kataoka researched came from literature explored in the last decade by the AURORA-4D collaboration. “The project title included “4D”, because we wanted to access records dating back 400 years back during the Edo period,” said Professor Kataoka.

“From the paintings, we can identify the latitude of the aurora, and calculate the magnitude or amplitude of the geomagnetic storm.” Clearly, paintings in the Edo period influenced Professor Kataoka’s line of research, for a copy of the fan-shaped red aurora painting from the manuscript Seikai (which translates to ‘stars’) hangs on the window behind his office desk at the National Institute of Polar Research.

The painting fascinated Professor Kataoka, since it depicted an aurora that originated during a super-geomagnetic storm over Kyoto in 1770. However, the painting did surprise him at first, since he wondered whether the radial patterns in the painting were real, or a mere artistic touch to make it look fierier. “That painting was special because this was the most detailed painting preserved in Japan,” remarked Professor Kataoka. “I took two years to study this, thinking this appearance was silly as an aurorae scientist. But when I calculated the field pattern from Kyoto towards the North, it was actually correct!”

Fan-shaped red aurora painting from the ‘Seikai’, dated 17th September, 1770; Picture Courtesy: Matsusaka City, Mie Prefecture.

The possibility to examine and verify historical accounts using science is also a useful incentive for scholars of Japanese literature and scientists partaking in the research.

“This is important because, if we scientists look at the real National Treasure with our eyes, we really know these sightings recorded were real,” said Professor Kataoka. “The internet is really bad for a survey because it can easily be very fake,” he said laughing. It’s not just the nature in which science was used to examine art – to examine Japanese “national treasures” that is undoubtedly appealing, but historical accounts themselves have contributed to scientific research directly.

“From our studies, we can say that the Carrington class events are more frequent than we previously expected,” said Professor Kataoka. There was a sense of pride in him as he said this. “This Carrington event is not a 1 in 200-year event, but as frequent as 1 in 100 years.” Given how electricity is the lifeblood of the 21st century, these heightened odds do ingrain a rather dystopian society in the future, that is ravaged by a super-geomagnetic storm.

Professor Kataoka’s work has found attention within the space physics community. Jonathon Eastwood, Professor of Physics at Imperial College London said to EdPublica, “The idea to use historical information and art like this is very inventive because these events are so rare and so don’t exist as information in the standard scientific record.”

There’s no physical harm from a geomagnetic storm, but the threat to global power supply and electronics is being increasingly recognized by world governments. The UK, for instance, identified “space weather” as a natural hazard in its 2011 National Risk Register. In the years that followed, the government set up a space weather division in the Met Office, the UK’s foremost weather forecasting authority, to monitor and track occurrences of these coronal mass ejections. However, these forecasts, which often supplement American predictions – namely the National Oceanic and Atmospheric Administration (NOAA) – have failed to specify previously where a magnetic storm could brew on Earth, or predict whether a coronal mass ejection would ever actually strike the Earth.

The former occurred during the evacuation process for Hurricane Irma in 2017, when amateur radio ham operators experienced the effects of a radio blackout when a magnetic storm affected the communications network across the Caribbean. The latter occurred on another occasion when a rocket launch for SpaceX’s Starlink communication satellites was disrupted by a mild geomagnetic storm, costing SpaceX a loss of over $40 million.

Professor Kataoka said he wishes space physicists from other countries participate in similar interdisciplinary collaborations to explore their native culture’s historical records for red aurora sightings. He said the greatest limitation of the AURORA-4D collaboration was the lack of historical records from other parts of the world. China apparently boasts a history of aurora records longer than Japan, with a history lasting before Christ himself. “Being Japanese, I’m not familiar with British, Finnish or Vietnamese cultures,” said Professor Kataoka. “But every country has literature researchers and scientists who can easily collaborate and perform interdisciplinary research.” And by doing so, it’s not just science which benefits from it, but so is ancient art whose beauty and relevance gains longevity.

Society

Ahmedabad Plane Crash: The Science Behind Aircraft Take-Off -Understanding the Physics of Flight

Take-off is one of the most critical phases of flight, relying on the precise orchestration of aerodynamics, propulsion, and control systems. Here’s how it works:

Published

on

On June 12, 2025, a tragic aviation accident struck Ahmedabad, India when a regional passenger aircraft, Air India flight A1-171, crashed during take-off at Sardar Vallabhbhai Patel International Airport. According to preliminary reports, the incident resulted in over 200 confirmed casualties, including both passengers and crew members, and several others are critically injured. The aviation community and scientific world now turn their eyes not just toward the cause but also toward understanding the complex science behind what should have been a routine take-off.

How Do Aircraft Take Off?

Take-off is one of the most critical phases of flight, relying on the precise orchestration of aerodynamics, propulsion, and control systems. Here’s how it works:

1. Lift and Thrust

To leave the ground, an aircraft must generate lift, a force that counters gravity. This is achieved through the unique shape of the wing, called an airfoil, which creates a pressure difference — higher pressure under the wing and lower pressure above — according to Bernoulli’s Principle and Newton’s Third Law.

Simultaneously, engines provide thrust, propelling the aircraft forward. Most commercial jets use turbofan engines, which accelerate air through turbines to generate power.

2. Critical Speeds

Before takeoff, pilots calculate critical speeds:

  • V1 (Decision Speed): The last moment a takeoff can be safely aborted.
  • Vr (Rotation Speed): The speed at which the pilot begins to lift the nose.
  • V2 (Takeoff Safety Speed): The speed needed to climb safely even if one engine fails.

If anything disrupts this process — like bird strikes, engine failure, or runway obstructions — the results can be catastrophic.

Environmental and Mechanical Challenges

Factors like wind shear, runway surface condition, mechanical integrity, or pilot error can interfere with safe take-off. Investigators will be analyzing these very aspects in the Ahmedabad case.

The Bigger Picture

Take-off accounts for a small fraction of total flight time but is disproportionately associated with accidents — approximately 14% of all aviation accidents occur during take-off or initial climb.

Continue Reading

Space & Physics

MIT claims breakthrough in simulating physics of squishy, elastic materials

In a series of experiments, the new solver demonstrated its ability to simulate a diverse array of elastic behaviors, ranging from bouncing geometric shapes to soft, squishy characters

Published

on

Image credit: Courtesy of researchers

Researchers at MIT claim to have unveiled a novel physics-based simulation method that significantly improves stability and accuracy when modeling elastic materials — a key development for industries spanning animation, engineering, and digital fabrication.

In a series of experiments, the new solver demonstrated its ability to simulate a diverse array of elastic behaviors, ranging from bouncing geometric shapes to soft, squishy characters. Crucially, it maintained important physical properties and remained stable over long periods of time — an area where many existing methods falter.

Other simulation techniques frequently struggled in tests: some became unstable and caused erratic behavior, while others introduced excessive damping that distorted the motion. In contrast, the new method preserved elasticity without compromising reliability.

“Because our method demonstrates more stability, it can give animators more reliability and confidence when simulating anything elastic, whether it’s something from the real world or even something completely imaginary,” Leticia Mattos Da Silva, a graduate student at MIT’s Department of Electrical Engineering and Computer Science, said in a media statement.

Their study, though not yet peer-reviewed or published, will be presented at the August proceedings of the SIGGRAPH conference in Vancouver, Canada.

While the solver does not prioritize speed as aggressively as some tools, it avoids the accuracy and robustness trade-offs often associated with faster methods. It also sidesteps the complexity of nonlinear solvers, which are commonly used in physics-based approaches but are often sensitive and prone to failure.

Looking ahead, the research team aims to reduce computational costs and broaden the solver’s applications. One promising direction is in engineering and fabrication, where accurate elastic simulations could enhance the design of real-world products such as garments, medical devices, and toys.

“We were able to revive an old class of integrators in our work. My guess is there are other examples where researchers can revisit a problem to find a hidden convexity structure that could offer a lot of advantages,” Mattos Da Silva added.

The study opens new possibilities not only for digital content creation but also for practical design fields that rely on predictive simulations of flexible materials.

Continue Reading

Space & Physics

This Sodium-Fuelled Clean Energy Breakthrough Could Electrify Aviation and Shipping

The innovation offers more than triple the energy density of today’s lithium-ion batteries — potentially clearing a major hurdle for electric-powered aviation, rail, and maritime travel

Published

on

An H-cell modified with electrodes and an ion-conducting ceramic membrane. Credits: Gretchen Ertl/MIT News

A new type of fuel cell developed by MIT researchers could represent a pivotal breakthrough in the race to decarbonize heavy transportation. Designed around liquid sodium metal, the innovation offers more than triple the energy density of today’s lithium-ion batteries — potentially clearing a major hurdle for electric-powered aviation, rail, and maritime travel.

Unlike traditional batteries that require time-consuming recharging, this system operates like a fuel cell that can be refueled quickly using liquid sodium — a cheap, abundant substance derived from salt. The technology, which uses air as a reactant and a solid ceramic electrolyte to facilitate the reaction, was tested in lab prototypes and demonstrated energy densities exceeding 1,500 watt-hours per kilogram — a level that could enable regional electric flight and clean shipping.

“We expect people to think that this is a totally crazy idea,” said Professor Yet-Ming Chiang, lead author and Kyocera Professor of Ceramics, in a media statement. “If they didn’t, I’d be a bit disappointed because if people don’t think something is totally crazy at first, it probably isn’t going to be that revolutionary.”

Chiang explained that current lithium-ion batteries top out at around 300 watt-hours per kilogram — far short of the 1,000 watt-hours needed for electric aircraft to become viable at scale. The new sodium-based cell meets that benchmark, which could enable 80% of domestic flights and drastically reduce aviation’s carbon footprint.

Moreover, the sodium-fueled system offers environmental benefits beyond zero emissions. Its chemical byproduct, sodium oxide, reacts spontaneously in the atmosphere to capture carbon dioxide and convert it into sodium bicarbonate — better known as baking soda — which may help counteract ocean acidification if it ends up in marine environments.

“There’s this natural cascade of reactions that happens when you start with sodium metal,” Chiang said. “It’s all spontaneous. We don’t have to do anything to make it happen, we just have to fly the airplane.”

The team has already created two functioning lab-scale prototypes: one vertical and one horizontal model. In both, sodium gradually reacts with oxygen from air to generate electricity, and a moist air stream improves the process by allowing liquid byproducts to be expelled more easily.

Karen Sugano, one of the MIT doctoral students on the project, noted, “The key was that we can form this liquid discharge product and remove it easily, as opposed to the solid discharge that would form in dry conditions,” she said in a media statement.

The researchers have founded a startup, Propel Aero, housed in MIT’s startup incubator The Engine, to scale the technology. Their first commercial goal: a brick-sized fuel cell capable of powering a large agricultural drone — expected to be ready within a year.

Chiang emphasized the economic and safety benefits of using sodium, which melts just below 100°C and was once mass-produced in the U.S. for leaded gasoline production. “It reminds us that sodium metal was once produced at large scale and safely handled and distributed around the U.S.,” he said.

Critically, the fuel cell design also avoids many safety concerns of high-energy batteries by physically separating the fuel and oxidizer. “If you’re pushing for really, really high energy density, you’d rather have a fuel cell than a battery for safety reasons,” Chiang said.

By reviving and reimagining sodium-metal chemistry in a practical, scalable form, the MIT team may have lit the path toward clean, electrified transportation systems — from the skies above to the oceans below.

Continue Reading

Trending