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Kempke, E. E., Jr.

Publications and source records attributed to Kempke, E. E., Jr..

17 records
All sourcesNASA NTRSDOE OSTI
NASA NTRS1985

Development of the power system for the United States' Manned Space Station

The definition and preliminary design study effort for the Space Station Electric Power System is described. The requirements to be met by the Power System, the characteristics of the major technology options being considered, and the approach to be taken in the definition studies are considered. The role of advanced development in the definition process and the specific tasks to be performed in the preliminary design study are reviewed. The NASA approach to managing the complex Power System interfaces across the Space Station is also discussed.

Kempke, E. E., Jr.↗
NASA NTRS1980

An overview of NASA research on positive displacement general-aviation engines

The research and technology program related to improved and advanced general aviation engines is described. Current research is directed at the near-term improvement of conventional air-cooled spark-ignition piston engines and at future alternative engine systems based on all-new spark-ignition piston engines, lightweight diesels, and rotary combustion engines that show potential for meeting program goals in the midterm and long-term future. The conventional piston engine activities involve efforts on applying existing technology to improve fuel economy, investigation of key processes to permit leaner operation and reduce drag, and the development of cost effective technology to permit flight at high-altitudes where fuel economy and safety are improved. The advanced engine concepts activities include engine conceptual design studies and enabling technology efforts on the critical or key technology items.

Kempke, E. E., Jr.↗
NASA NTRS1977

General aviation piston-engine exhaust emission reduction

To support the promulgation of aircraft regulations, two airports were examined, Van Nuys and Tamiami. It was determined that the carbon monoxide (CO) emissions from piston-engine aircraft have a significant influence on the CO levels in the ambient air in and around airports, where workers and travelers would be exposed. Emissions standards were set up for control of emissions from aircraft piston engines manufactured after December 31, 1979. The standards selected were based on a technologically feasible and economically reasonable control of carbon monoxide. It was concluded that substantial CO reductions could be realized if the range of typical fuel-air ratios could be narrowed. Thus, improvements in fuel management were determined as reasonable controls.

Kempke, E. E., Jr.↗
NASA NTRS1976

Summary report on effects at temperature, humidity, and fuel-air ratio on two air-cooled light aircraft engines

Five different engine models were tested to experimentally characterize emissions and to determine the effects of variation in fuel-air ratio and spark timing on emissions levels and other operating characteristics such as cooling, misfiring, roughness, power acceleration, etc. The results are given of two NASA reports covering the Avco Lycoming 0-320-D engine testing and the recently obtained results on the Teledyne Continental TSIO-360-C engine.

Kempke, E. E., Jr.↗
NASA NTRS1976

Introduction to NASA contracts

The NASA Lewis Research Center issued requests for proposal to Avco Lycoming and Teledyne Continental Motors for a contractual effort to establish and demonstrate engine modifications to reduce exhaust emissions safely with minimum adverse effects on cost, weight, and fuel economy. The secondary objective was reducing fuel consumption.

Kempke, E. E., Jr.↗
NASA NTRS1976

Emissions of an AVCO Lycoming 0-320-DIAD air cooled light aircraft engine as a function of fuel-air ratio, timing, and air temperature and humidity

A carbureted aircraft engine was operated over a range of test conditions to establish the exhaust levels over the EPA seven-mode emissions cycle. Baseline (full rich production limit) exhaust emissions at an induction air temperature of 59 F and near zero relative humidity were 90 percent of the EPA standard for HC, 35 percent for NOx, and 161 percent for CO. Changes in ignition timing around the standard 25 deg BTDC from 30 deg BTDC to 20 deg BTDC had little effect on the exhaust emissions. Retarding the timing to 15 deg BTDC increased both the HC and CO emissions and decreased NOx emissions. HC and CO emissions decreased as the carburetor was leaned out, while NOx emissions increased. The EPA emission standards were marginally achieved at two leanout conditions. Variations in the quantity of cooling air flow over the engine had no effect on exhaust emissions. Temperature-humidity effects at the higher values of air temperature and relative humidity tested indicated that the HC and CO emissions increased significantly, while the NOx emissions decreased.

Meng, P. R.↗
NASA NTRS1975

Technology for reducing aircraft engine pollution

Programs have been initiated by NASA to develop and demonstrate advanced technology for reducing aircraft gas turbine and piston engine pollutant emissions. These programs encompass engines currently in use for a wide variety of aircraft from widebody-jets to general aviation. Emission goals for these programs are consistent with the established EPA standards. Full-scale engine demonstrations of the most promising pollutant reduction techniques are planned within the next three years. Preliminary tests of advanced technology gas turbine engine combustors indicate that significant reductions in all major pollutant emissions should be attainable in present generation aircraft engines without adverse effects on fuel consumption. Fundamental-type programs are yielding results which indicate that future generation gas turbine aircraft engines may be able to utilize extremely low pollutant emission combustion systems.

Rudey, R. A.↗
NASA NTRS1975

Technology for reducing aircraft engine pollution

Programs have been initiated by NASA to develop and demonstrate advanced technology for reducing aircraft gas turbine and piston engine pollutant emissions. These programs encompass engines currently in use for a wide variety of aircraft from widebody-jets to general aviation. Emission goals for these programs are consistent with the established EPA standards. Full-scale engine demonstrations of the most promising pollutant reduction techniques are planned within the next three years. Preliminary tests of advanced technology gas turbine engine combustors indicate that significant reductions in all major pollutant emissions should be attainable in present generation aircraft engines without adverse effects on fuel consumption. Fundamental-type programs are yielding results which indicate that future generation gas turbine aircraft engines may be able to utilize extremely low pollutant emission combustion systems.

Rudey, R. A.↗
NASA NTRS1972

Correlation of windage-loss data for a Lundell alternator

Viscous torque (windage) of a Lundell-shaped rotor having a major diameter of 20.3 cm (8 in.) rotating within a concentric housing was measured at speeds up to 36,000 rpm. The center cylindrical section of the housing was tested with both a smooth surface and axial slots to simulate alternator winding slots. For concentric cylinders, the range of Reynolds numbers was extended to 70,000. Three radial clearances, 1, 2, and 4 mm (0.04, 0.08, and 0.16in.), corresponding to 1, 2, and 4 percent of the rotor radius, were tested.

Kempke, E. E., Jr.↗
NASA NTRS1972

Corona inception voltage in statorettes with various gas-solid dielectric systems

Corona inception voltage was calculated and measured for three statorettes in several gases and gas mixtures at pressures from 50.8 to 1270 torr. In helium the corona inception voltage was lowest, and in air it was highest. In argon and mixtures of helium and xenon the corona inception voltage was between that of air and helium. Correlation between experimental and calculated data was good.

Bollenbacher, G.↗
NASA NTRS1972

Rotor windage losses for Lundell alternators

The Lundell alternator is being investigated for power system applications. At the high speeds required, power loss due to windage can become high and result in significant heating of the alternator. This loss must be incorporated in the cooling design. The velocity profiles expected in these alternators are highly turbulent, and the Reynolds numbers are well above the levels previously reported; the available data could only be extrapolated. For this reason, a range of experimental data was generated to permit accurate calculation of the windage power loss for Lundell alternator design. Windage tests were conducted on two concentric rotor-stator configurations in ambient air, producing Reynolds numbers as high as 100,000. Using the data obtained, a method was developed to calculate the windage loss for any Lundell alternator given the geometry and cavity conditions.

Gorland, S. H.↗
NASA NTRS1972

Rotor windage losses for Lundell alternators.

A range of experimental data was generated to permit accurate calculation of the windage power loss for Lundell alternator design. Windage tests were conducted on two concentric rotor-stator configurations in ambient air, producing Reynolds numbers as high as 100,000. Cylindrical rotors 10 and 12 inches in diameter were operated up to 24,000 rpm, and an 8 inch diameter Lundell rotor was operated up to 36,000 rpm. Gap-to-radius ratios of 0.01, 0.02 and 0.04 were tested. Tests were also conducted with axial slots machined on the stator surfaces to simulate alternator winding slots. Using the data obtained, a method was developed to calculate the windage loss for any Lundell alternator given the geometry and cavity conditions.

Gorland, S. H.↗