The Plasma Wave Data were submitted to National Space Science Data Center after the Principal Investigator's death (Scarf) by S. Chang of TRW. For the magnetic field data, the time interval submitted was Sept 9 - 14, 1985 was included. That information, as well as an explanation of the reformatted data is detailed.

The Plasma Wave Data were submitted to National Space Science Data Center after the Principal Investigator's death (Scarf) by S. Chang of TRW. For the electric field data, the time interval submitted was Sept 9 - 14, 1985 was included. That information, as well as an explanation of the reformatted data is detailed.

The Plasma Wave Data were submitted to National Space Science Data Center after the Principal Investigator's death (Scarf) by S. Chang of TRW. For the electric field data, the time interval submitted was Sept 9 - 14, 1985 was included. That information, as well as an explanation of the reformatted data is detailed.

This record describes magnetometer data collected from the Marine National Facility (MNF) RV Investigator Voyage IN2020_V01, titled: “Development of William’s Ridge, Kerguelen Plateau: tectonics, hotspot magmatism, microcontinents, and Australia’s Extended Continental Shelf” between January 08 and March 06, 2020 departing from Henderson (WA) and returning back to Fremantle (WA). The instrument is a Marine Magnetics SeaSPY2 magnetometer and was deployed continuosly for the voyage except during 2D Multi-channel Seismic acquisition and Rock Dredging operations. Data are stored in .CSV and .MMS data files at CSIRO. 40.7 GB of raw data was acquired in this dataset. No processing has been conducted on this data. The magnetometer was towed 300m astern of the ship and a layback value of 361m was applied to the magnetometer data. This was the total distance behind the ship's positioning reference point. Additional information regarding this dataset is contained in the GSM data acquisition and processing report.

This map of the residual total magnetic field was derived from data acquired during an aeromagnetic survey carried out by Goldak Airborne Surveys during the period May 16, 2009 to July 1, 2009. The data were recorded using a split-beam cesium vapour magnetometer mounted in the tail boom of a Piper Navajo aircraft. The nominal traverse and control line spacings were 400 m and 2400 m, respectively, and the aircraft flew at a nominal terrain clearance of 150 m.

This map of the residual total magnetic field was derived from data acquired during an aeromagnetic survey carried out by Goldak Airborne Surveys during the period May 16, 2009 to July 1, 2009. The data were recorded using a split-beam cesium vapour magnetometer mounted in the tail boom of a Piper Navajo aircraft. The nominal traverse and control line spacings were 400 m and 2400 m, respectively, and the aircraft flew at a nominal terrain clearance of 150 m.

This map of the residual total magnetic field was derived from data acquired during an aeromagnetic survey carried out by Goldak Airborne Surveys during the period May 16, 2009 to July 1, 2009. The data were recorded using a split-beam cesium vapour magnetometer mounted in the tail boom of a Piper Navajo aircraft. The nominal traverse and control line spacings were 400 m and 2400 m, respectively, and the aircraft flew at a nominal terrain clearance of 150 m.

This map of the residual total magnetic field was derived from data acquired during an aeromagnetic survey carried out by Goldak Airborne Surveys during the period May 16, 2009 to July 1, 2009. The data were recorded using a split-beam cesium vapour magnetometer mounted in the tail boom of a Piper Navajo aircraft. The nominal traverse and control line spacings were 400 m and 2400 m, respectively, and the aircraft flew at a nominal terrain clearance of 150 m.

This map of the residual total magnetic field was derived from data acquired during an aeromagnetic survey carried out by Goldak Airborne Surveys during the period May 16, 2009 to July 1, 2009. The data were recorded using a split-beam cesium vapour magnetometer mounted in the tail boom of a Piper Navajo aircraft. The nominal traverse and control line spacings were 400 m and 2400 m, respectively, and the aircraft flew at a nominal terrain clearance of 150 m.