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At least 433 records · Page 24

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NASA NTRS2011

Fundamental Ice Crystal Accretion Physics Studies

Due to numerous engine power-loss events associated with high-altitude convective weather, ice accretion within an engine due to ice-crystal ingestion is being investigated. The National Aeronautics and Space Administration (NASA) and the National Research Council (NRC) of Canada are starting to examine the physical mechanisms of ice accretion on surfaces exposed to ice-crystal and mixed-phase conditions. In November 2010, two weeks of testing occurred at the NRC Research Altitude Facility utilizing a single wedge-type airfoil designed to facilitate fundamental studies while retaining critical features of a compressor stator blade or guide vane. The airfoil was placed in the NRC cascade wind tunnel for both aerodynamic and icing tests. Aerodynamic testing showed excellent agreement compared with CFD data on the icing pressure surface and allowed calculation of heat transfer coefficients at various airfoil locations. Icing tests were performed at Mach numbers of 0.2 to 0.3, total pressures from 93 to 45 kPa, and total temperatures from 5 to 15 C. Ice and liquid water contents ranged up to 20 and 3 grams per cubic meter, respectively. The ice appeared well adhered to the surface in the lowest pressure tests (45 kPa) and, in a particular case, showed continuous leading-edge ice growth to a thickness greater than 15 millimeters in 3 minutes. Such widespread deposits were not observed in the highest pressure tests, where the accretions were limited to a small area around the leading edge. The suction surface was typically ice-free in the tests at high pressure, but not at low pressure. The icing behavior at high and low pressure appeared to be correlated with the wet-bulb temperature, which was estimated to be above 0 C in tests at 93 kPa and below 0 C in tests at lower pressure, the latter enhanced by more evaporative cooling of water. The authors believe that the large ice accretions observed in the low pressure tests would undoubtedly cause the aerodynamic performance of a compressor component such as a stator blade to degrade significantly, and could damage downstream components if shed.

Currie, Tom↗

NASA NTRS2012

Fundamental Ice Crystal Accretion Physics Studies

Due to numerous engine power-loss events associated with high-altitude convective weather, ice accretion within an engine due to ice crystal ingestion is being investigated. The National Aeronautics and Space Administration (NASA) and the National Research Council (NRC) of Canada are starting to examine the physical mechanisms of ice accretion on surfaces exposed to ice-crystal and mixed-phase conditions. In November 2010, two weeks of testing occurred at the NRC Research Altitude Facility utilizing a single wedge-type airfoil designed to facilitate fundamental studies while retaining critical features of a compressor stator blade or guide vane. The airfoil was placed in the NRC cascade wind tunnel for both aerodynamic and icing tests. Aerodynamic testing showed excellent agreement compared with CFD data on the icing pressure surface and allowed calculation of heat transfer coefficients at various airfoil locations. Icing tests were performed at Mach numbers of 0.2 to 0.3, total pressures from 93 to 45 kPa, and total temperatures from 5 to 15 C. Ice and liquid water contents ranged up to 20 and 3 g/m3, respectively. The ice appeared well adhered to the surface in the lowest pressure tests (45 kPa) and, in a particular case, showed continuous leading-edge ice growth to a thickness greater than 15 mm in 3 min. Such widespread deposits were not observed in the highest pressure tests, where the accretions were limited to a small area around the leading edge. The suction surface was typically ice-free in the tests at high pressure, but not at low pressure. The icing behavior at high and low pressure appeared to be correlated with the wet-bulb temperature, which was estimated to be above 0 C in tests at 93 kPa and below 0 C in tests at lower pressure, the latter enhanced by more evaporative cooling of water. The authors believe that the large ice accretions observed in the low pressure tests would undoubtedly cause the aerodynamic performance of a compressor component such as a stator blade to degrade significantly, and could damage downstream components if shed.

Struk, Peter M.↗

NASA NTRS2014

Flow Separation Control Over a Ramp Using Sweeping Jet Actuators

Flow separation control on an adverse-pressure-gradient ramp model was investigated using various flow-control methods in the NASA Langley 15-Inch Wind Tunnel. The primary flow-control method studied used a sweeping jet actuator system to compare with more classic flow-control techniques such as micro-vortex generators, steady blowing, and steady- and unsteady-vortex generating jets. Surface pressure measurements and a new oilflow visualization technique were used to characterize the effects of these flow-control actuators. The sweeping jet actuators were run in three different modes to produce steady-straight, steady-angled, and unsteady-oscillating jets. It was observed that all of these flow-control methods are effective in controlling the separated flows on the ramp model. The steady-straight jet energizes the boundary layer by momentum addition and was found to be the least effective method for a fixed momentum coefficient. The steady-angled jets achieved better performance than the steady-straight jets because they generate streamwise vortices that energize the boundary layer by mixing high-momentum fluid with near wall low-momentum fluid. The unsteady-oscillating jets achieved the best performance by increasing the pressure recovery and reducing the downstream flow separation. Surface flow visualizations indicated that two out-of-phase counter-rotating vortices are generated per sweeping jet actuator, while one vortex is generated per vortex-generating jets. The extra vortex resulted in increased coverage, more pressure recovery, and reduced flow separation.

Koklu, Mehti↗

NASA NTRS2021

Assessing within-Field Corn and Soybean Yield Variability from WorldView-3, Planet, Sentinel-2, and Landsat 8 Satellite Imagery

Crop yield monitoring is an important component in agricultural assessment. Multispectral remote sensing instruments onboard space-borne platforms such as Advanced Very High Resolution Radiometer (AVHRR), Moderate Resolution Imaging Spectroradiometer (MODIS), and Visible Infrared Imaging Radiometer Suite (VIIRS) have shown to be useful for efficiently generating timely and synoptic information on the yield status of crops across regional levels. However, the coarse spatial resolution data inherent to these sensors provides little utility at the management level. Recent satellite imagery collection advances toward finer spatial resolution (down to 1 m) alongside increased observational cadence (near daily) implies information on crops obtainable at field and within-field scales to support farming needs is now possible. To test this premise, we focus on assessing the efficiency of multiple satellite sensors, namely WorldView-3, Planet/Dove-Classic, Sentinel-2, and Landsat 8 (through Harmonized Landsat Sentinel-2 (HLS)), and investigate their spatial, spectral (surface reflectance (SR) and vegetation indices (VIs)), and temporal characteristics to estimate corn and soybean yields at sub-field scales within study sites in the US state of Iowa. Precision yield data as referenced to combine harvesters’ GPS systems were used for validation. We show that imagery spatial resolution of 3 m is critical to explaining 100% of the within-field yield variability for corn and soybean. Our simulation results show that moving to coarser resolution data of 10 m, 20 m, and 30 m reduced the explained variability to 86%, 72%, and 59%, respectively. We show that the most important spectral bands explaining yield variability were green (0.560 µm), red-edge (0.726 µm), and near-infrared (NIR - 0.865 µm). Furthermore, the high temporal frequency of Planet and a combination of Sentinel-2/Landsat 8 (HLS) data allowed for optimal date selection for yield map generation. Overall, we observed mixed performance of satellite-derived models with the coefficient of determination (R^2) varying from 0.21 to 0.88 (averaging 0.56) for the 30 m HLS and from 0.09 to 0.77 (averaging 0.30) for 3 m Planet. R^2 was lower for fields with higher yields, suggesting saturation of the satellite-collected reflectance features in those cases. Therefore, other biophysical variables, such as soil moisture and evapotranspiration, at similar fine spatial resolutions are likely needed alongside the optical imagery to fully explain the yields.

agriculture; yield; within-field; corn; soybean; r↗

NASA NTRS2017

Solidification and Morphological Evolution of Al-Si Eutectics in Convector-Diffusive Conditions

The Al-Si material system is an important and has been studied for over half century with a focus on industrial applications in high strength and high conductivity alloys. A great deal of researches have been focused on controlling the morphology and hence performance through the addition of small impurities and by processing conditions. Most of the structure-property correlations are based on the post solidified micromorphology and growth conditions. This material system is unique and has been explored for heat spreader, controlling coefficient of expansion by adjusting composition of silicon and in designing composites. The Al-Si system is very interesting system for understanding the dendritic (Al-rich side) eutectic transition. Recently this system has been of great interest because of its applications in designing heat spreader, low temperature flux to grow SiC large substrates and in controlling the coefficient of expansion of Al-based alloys. We have performed extensive experiments to understand eutectic transition and to understand the morphological evolution in presence of impurities. We will discuss the results of dendritic transition into faceted long grains in convector-diffusive conditions. In this presentation we will present morphological transition in presence of carbon impurity and development of novel morphology.

Singh, N. B.↗

NASA NTRS2008

MODIS On-board Blackbody Performance

Currently, there are two MODIS instruments operated on-orbit: one on-board the Terra spacecraft launched in December 1999 and the other on-board the Aqua spacecraft launched in May 2002. MODIS is a scanning radiometer that has 16 thermal emissive bands (TEBs) in the MWIR and LWIR regions. The remaining spectral bands are in the VISINIR and SWIR regions. The TEBs have a total of 160 detectors (10 detectors per band), which are calibrated on-orbit using an on-board blackbody (BB). MODIS TEB calibration is performed via a quadratic algorithm with its linear calibration coefficients updated on a scan-by-scan basis using each detector's response to the BB. The offset and nonlinear terms of the quadratic calibration equation are stored in a look-up table (LUT). The LUT parameters are derived from pre-launch calibration and updated on-orbit from BB observations, as needed. Typically, the BB is set at a fixed temperature. Periodically, a warm-up and cool-down activity is performed, which enables the BB temperature to be varied from instrument ambient up to 315K. The temperature of the BB is measured each scan using 12 thermistors, which were fully characterized pre-launch with reference to the NIST temperature scale. This paper describes MODIS on-board BB operational activities and performance. The TEB detector response (short-term stability and long-term changes) and noise characterization results derived from BB observations and their impact on the TEB calibration uncertainty are also presented.

Xiong, Xiaoxiong↗

NASA NTRS2000

Unsteady High Turbulence Effects on Turbine Blade Film Cooling Heat Transfer Performance Using a Transient Liquid Crystal Technique

Unsteady wake effect, with and without trailing edge ejection, on detailed heat transfer coefficient and film cooling effectiveness distributions is presented for a downstream film-cooled gas turbine blade. Tests were performed on a five-blade linear cascade at an exit Reynolds number of 5.3 x 10(exp 5). Upstream unsteady wakes were simulated using a spoke-wheel type wake generator. Coolant blowing ratio was varied from 0.4 to 1.2; air and CO2 were used as coolants to simulate different density ratios. Surface heat transfer and film effectiveness distributions were obtained using a transient liquid crystal technique; coolant temperature profiles were determined with a cold wire technique. Results show that Nusselt numbers for a film cooled blade are much higher compared to a blade without film injection. Unsteady wake slightly enhances Nusselt numbers but significantly reduces film effectiveness versus no wake cases. Nusselt numbers increase only slic,htly but film cooling, effectiveness increases significantly with increasing, blowing ratio. Higher density coolant (CO2) provides higher effectiveness at higher blowing ratios (M = 1.2) whereas lower density coolant (Air) provides higher 0 effectiveness at lower blowing ratios (M = 0.8). Trailing edge ejection generally has more effect on film effectiveness than on the heat transfer, typically reducing film effectiveness and enhancing heat transfer. Similar data is also presented for a film cooled cylindrical leading edge model.

Han, J. C.↗

NASA NTRS1983

Acoustic measurements of a full-scale coaxial hingeless rotor helicopter

Acoustic data were obtained during a full-scale test of the XH-59A Advancing Blade Concept Technology Demonstrator in the 40- by 80-Foot Wind Tunnel. The XH-59A is a research helicopter with two coaxial rotors and hingeless blades. Performance, vibration, and noise at various forward speeds, rotor lift coefficients and rotor shaft angles of attack were investigated. The noise data were acquired over an isolated rotor lift coefficient range of 0.024 to 0.162, an advance ratio range of 0.23 to 0.45 corresponding to tunnel wind speeds of 89 to 160 knots, and angles of attack from 0 deg to 10 deg. Acoustic data are presented for seven microphone locations for all run conditions where the model noise is above the background noise. Model test configuration and performance information are also listed. Acoustic waveforms, dBA, and 1/3-octave spectra as functions of operating condition for selected data points and microphones are presented. In general, the noise level is shown to increase with rotor lift coefficient except under certain operating conditions where significant impulsive blade/vortex interactions increase noise levels.

Peterson, R. L.↗

NASA NTRS2017

Computational Analysis of a Wing Designed for the X-57 Distributed Electric Propulsion Aircraft

A computational study of the wing for the distributed electric propulsion X-57 Maxwell airplane configuration at cruise and takeoff/landing conditions was completed. Two unstructured-mesh, Navier-Stokes computational fluid dynamics methods, FUN3D and USM3D, were used to predict the wing performance. The goal of the X-57 wing and distributed electric propulsion system design was to meet or exceed the required lift coefficient 3.95 for a stall speed of 58 knots, with a cruise speed of 150 knots at an altitude of 8,000 ft. The X-57 Maxwell airplane was designed with a small, high aspect ratio cruise wing that was designed for a high cruise lift coefficient (0.75) at angle of attack of 0deg. The cruise propulsors at the wingtip rotate counter to the wingtip vortex and reduce induced drag by 7.5 percent at an angle of attack of 0.6deg. The unblown maximum lift coefficient of the high-lift wing (with the 30deg flap setting) is 2.439. The stall speed goal performance metric was confirmed with a blown wing computed effective lift coefficient of 4.202. The lift augmentation from the high-lift, distributed electric propulsion system is 1.7. The predicted cruise wing drag coefficient of 0.02191 is 0.00076 above the drag allotted for the wing in the original estimate. However, the predicted drag overage for the wing would only use 10.1 percent of the original estimated drag margin, which is 0.00749.

Deere, Karen A.↗

NASA NTRS2019

Evaluation of CLARA-A2 and ISCCP-H Cloud Cover Climate Data Records over Europe with ECA&D Ground-Based Measurements

Clouds are of high importance for the climate system but they still remain one of its principal uncertainties. Remote sensing techniques applied to satellite observations have assisted tremendously in the creation of long-term and homogeneous data records; however, satellite data sets need to be validated and compared with other data records, especially ground measurements. In the present study, the spatiotemporal distribution and variability of Total Cloud Cover (TCC) from the Satellite Application Facility on Climate Monitoring (CM SAF) Cloud, Albedo And Surface Radiation dataset from AVHRR data—edition 2 (CLARA-A2) and the International Satellite Cloud Climatology Project H-series (ISCCP-H) is analyzed over Europe. The CLARA-A2 data record has been created using measurements of the Advanced Very High Resolution Radiometer (AVHRR) instrument onboard the polar orbiting NOAA and the EUMETSAT MetOp satellites, whereas the ISCCP-H data were produced by a combination of measurements from geostationary meteorological satellites and the AVHRR instrument on the polar orbiting satellites. An intercomparison of the two data records is performed over their common period, 1984 to 2012. In addition, a comparison of the two satellite data records is made against TCC observations at 22 meteorological stations in Europe, from the European Climate Assessment & Dataset (ECA&D). The results indicate generally larger ISCCP-H TCC with respect to the corresponding CLARA-A2 data, in particular in the Mediterranean. Compared to ECA&D data, both satellite datasets reveal a reasonable performance, with overall mean TCC biases of 2.1 and 5.2% for CLARA-A2 and ISCCP-H, respectively. This, along with the higher correlation coefficients between CLARA-A2 and ECA&D TCC, indicates the better performance of CLARA-A2 TCC data.

Tzallas, Vasileios↗

NASA NTRS2009

Frozen Chemistry Effects on Nozzle Performance Simulations

Simulations of exhaust nozzle flows are typically conducted assuming the gas is calorically perfect, and typically modeled as air. However the gas inside a real nozzle is generally composed of combustion products whose thermodynamic properties may differ. In this study, the effect of gas model assumption on exhaust nozzle simulations is examined. The three methods considered model the nozzle exhaust gas as calorically perfect air, a calorically perfect exhaust gas mixture, and a frozen exhaust gas mixture. In the latter case the individual non-reacting species are tracked and modeled as a gas which is only thermally perfect. Performance parameters such as mass flow rate, gross thrust, and thrust coefficient are compared as are mean flow and turbulence profiles in the jet plume region. Nozzles which operate at low temperatures or have low subsonic exit Mach numbers experience relatively minor temperature variations inside the nozzle, and may be modeled as a calorically perfect gas. In those which operate at the opposite extreme conditions, variations in the thermodynamic properties can lead to different expansion behavior within the nozzle. Modeling these cases as a perfect exhaust gas flow rather than air captures much of the flow features of the frozen chemistry simulations. Use of the exhaust gas reduces the nozzle mass flow rate, but has little effect on the gross thrust. When reporting nozzle thrust coefficient results, however, it is important to use the appropriate gas model assumptions to compute the ideal exit velocity. Otherwise the values obtained may be an overly optimistic estimate of nozzle performance.

Yoder, Dennis A.↗

NASA NTRS2005

Consistent Large-Eddy Simulation of a Temporal Mixing Layer Laden with Evaporating Drops: A Posteriori Modelling - Part 2

Large-eddy simulation (LES) is conducted of a three-dimensional temporal mixing layer whose lower stream is initially laden with liquid drops which may evaporate during the simulation. The gas-phase equations are written in an Eulerian frame for two perfect gas species (carrier gas and vapour emanating from the drops), while the liquid-phase equations are written in a Lagrangian frame. The effect of drop evaporation on the gas phase is considered through mass, species, momentum and energy source terms. The drop evolution is modelled using physical drops, or using computational drops to represent the physical drops. Simulations are performed using various LES models previously assessed on a database obtained from direct numerical simulations (DNS). These LES models are for: (i) the subgrid-scale (SGS) fluxes and (ii) the filtered source terms (FSTs) based on computational drops. The LES, which are compared to filtered-and-coarsened (FC) DNS results at the coarser LES grid, are conducted with 64 times fewer grid points than the DNS, and up to 64 times fewer computational than physical drops. It is found that both constant-coefficient and dynamic Smagorinsky SGS-flux models, though numerically stable, are overly dissipative and damp generated small-resolved-scale (SRS) turbulent structures. Although the global growth and mixing predictions of LES using Smagorinsky models are in good agreement with the FC-DNS, the spatial distributions of the drops differ significantly. In contrast, the constant-coefficient scale-similarity model and the dynamic gradient model perform well in predicting most flow features, with the latter model having the advantage of not requiring a priori calibration of the model coefficient. The ability of the dynamic models to determine the model coefficient during LES is found to be essential since the constant-coefficient gradient model, although more accurate than the Smagorinsky model, is not consistently numerically stable despite using DNS-calibrated coefficients. With accurate SGS-flux models, namely scale-similarity and dynamic gradient, the FST model allows up to a 32-fold reduction in computational drops compared to the number of physical drops, without degradation of accuracy; a 64-fold reduction leads to a slight decrease in accuracy.

two-phase flow↗

NASA NTRS1984

An analytical design procedure for the determination of effective leading edge extensions on thick delta wings

An analytical design procedure for leading edge extensions (LEE) was developed for thick delta wings. This LEE device is designed to be mounted to a wing along the pseudo-stagnation stream surface associated with the attached flow design lift coefficient of greater than zero. The intended purpose of this device is to improve the aerodynamic performance of high subsonic and low supersonic aircraft at incidences above that of attached flow design lift coefficient, by using a vortex system emanating along the leading edges of the device. The low pressure associated with these vortices would act on the LEE upper surface and the forward facing area at the wing leading edges, providing an additional lift and effective leading edge thrust recovery. The first application of this technique was to a thick, round edged, twisted and cambered wing of approximately triangular planform having a sweep of 58 deg and aspect ratio of 2.30. The panel aerodynamics and vortex lattice method with suction analogy computer codes were employed to determine the pseudo-stagnation stream surface and an optimized LEE planform shape.

Farhad Ghaffari↗

NASA NTRS1991

Modeling arcjet space thrusters

The UTSI arcjet model is used to compare the performance of a hydrogen and an ammonia arcjet in the same configuration and at the same electrical power. The predicted specific impulse is 50 percent higher for the hydrogen propellant. Numerical studies made of the effect of transport properties on the performance of a hydrogen arcjet indicate that diffusive transport is very significant even in the supersonic part of the flow, and that relatively small changes in transport properties can have a significant effect on performance. These studies also show that nonequilibrium recombination chemistry can have a large effect on the transport coefficients. This leads to the conclusion that finite rate chemical calculations are necessary if accurate arcjet performance is to be calculated.

Rhodes, Robert↗

NASA NTRS1959

Effect of Afterbody-Ejector Configurations on the Performance at Transonic Speeds of a Pylon-Supported Nacelle Model having a Hot-Jet Exhaust

An investigation of several afterbody-ejector configurations on a pylon-supported nacelle model has been completed in the Langley 16-foot transonic tunnel at Mach numbers from 0.80 to 1.05. The propulsive performance of two nacelle afterbodies with low boattailing and long ejector spacing was compared with a configuration corresponding to a turbojet-engine installation having a highly boattailed afterbody with a short ejector. The jet exhaust was simulated with a hydrogen peroxide turbojet simulator. The angle of attack was maintained at 0 deg, and the average Reynolds number based on body length was 20 x 10(exp 6). The results of the investigation indicated that the configuration with a conical afterbody with smooth transition to a 15 deg boattail angle had large beneficial jet effects on afterbody pressure-drag coefficient and had the best thrust-minus-drag performance of the afterbody-ejector configurations investigated.

Swihart, John M.↗

NASA NTRS2012

Scaling of Lift Degradation Due to Anti-Icing Fluids Based Upon the Aerodynamic Acceptance Test

In recent years, the FAA has worked with Transport Canada, National Research Council Canada (NRC) and APS Aviation, Inc. to develop allowance times for aircraft operations in ice-pellet precipitation. These allowance times are critical to ensure safety and efficient operation of commercial and cargo flights. Wind-tunnel testing with uncontaminated anti-icing fluids and fluids contaminated with simulated ice pellets had been carried out at the NRC Propulsion and Icing Wind Tunnel (PIWT) to better understand the flow-off characteristics and resulting aerodynamic effects. The percent lift loss on the thin, high-performance wing model tested in the PIWT was determined at 8 deg. angle of attack and used as one of the evaluation criteria in determining the allowance times. Because it was unclear as to how performance degradations measured on this model were relevant to an actual airplane configuration, some means of interpreting the wing model lift loss was deemed necessary. This paper describes how the lift loss was related to the loss in maximum lift of a Boeing 737-200ADV airplane through the Aerodynamic Acceptance Test (AAT) performed for fluids qualification. A loss in maximum lift coefficient of 5.24% on the B737-200ADV airplane (which was adopted as the threshold in the AAT) corresponds to a lift loss of 7.3% on the PIWT model at 8 deg. angle of attack. There is significant scatter in the data used to develop the correlation related to varying effects of the anti-icing fluids that were tested and other factors. A statistical analysis indicated the upper limit of lift loss on the PIWT model was 9.2%. Therefore, for cases resulting in PIWT model lift loss from 7.3% to 9.2%, extra scrutiny of the visual observations is required in evaluating fluid performance with contamination.

Broeren, Andy↗

NASA NTRS2012

Scaling of Lift Degradation Due to Anti-Icing Fluids Based Upon the Aerodynamic Acceptance Test

In recent years, the FAA has worked with Transport Canada, National Research Council Canada (NRC) and APS Aviation, Inc. to develop allowance times for aircraft operations in ice-pellet precipitation. These allowance times are critical to ensure safety and efficient operation of commercial and cargo flights. Wind-tunnel testing with uncontaminated anti-icing fluids and fluids contaminated with simulated ice pellets had been carried out at the NRC Propulsion and Icing Wind Tunnel (PIWT) to better understand the flowoff characteristics and resulting aerodynamic effects. The percent lift loss on the thin, high-performance wing model tested in the PIWT was determined at 8 angle of attack and used as one of the evaluation criteria in determining the allowance times. Because it was unclear as to how performance degradations measured on this model were relevant to an actual airplane configuration, some means of interpreting the wing model lift loss was deemed necessary. This paper describes how the lift loss was related to the loss in maximum lift of a Boeing 737-200ADV airplane through the Aerodynamic Acceptance Test (AAT) performed for fluids qualification. A loss in maximum lift coefficient of 5.24 percent on the B737-200ADV airplane (which was adopted as the threshold in the AAT) corresponds to a lift loss of 7.3 percent on the PIWT model at 8 angle of attack. There is significant scatter in the data used to develop the correlation related to varying effects of the anti-icing fluids that were tested and other factors. A statistical analysis indicated the upper limit of lift loss on the PIWT model was 9.2 percent. Therefore, for cases resulting in PIWT model lift loss from 7.3 to 9.2 percent, extra scrutiny of the visual observations is required in evaluating fluid performance with contamination.

Broeren, Andy P.↗

NASA NTRS1985

On the solar cycle variation in the barometer coefficients of high latitude neutron monitors

Evaluation of barometer coefficients of neutron monitors located at high latitudes has been performed by using the results of the spherical harmonic analysis based on the records from around twenty stations for twelve years from January 1966 to December 1977. The average of data at eight stations, where continuous records are available for twelve years, show that the absolute value of barometer coefficient is in positive correlation with the cosmic ray neutron intensity. The variation rate of the barometer coefficient to the cosmic ray neutron intensity is influenced by the changes in the cutoff rigidity and in the primary spectrum.

Kusunose, M.↗