Continued discussion on condenser capacity for the Goshawk engine, ignition performance, and related component testing.
| Identifier | ExFiles\Box 34\1\ Scan273 | |
| Date | 27th September 1921 | |
| R.R. 235a (100 T) (S.H. 798. 10-12-20) G 2547 Contd. -3- EFC {E. Fowler Clarke - Electrical Engineer} 2/T27.9.21. namely, .244 mf. per cubic inch, this will give us a capacity (12) of .31 mf. We welcome the possibility of being able to use a condenser of rather larger capacity for the Goshawk(Aero Engine)(Codename for 20HP Car / Aero Engine after Kestrel(Aero Engine)) since experiment has pointed to the probability that the larger condenser will be an advantage, particularly so owing to the proposed reduction in the amount of the ballast resistance. We think that the ignition on these lines will be found to be at least as satisfactory as that on the 40/50 chassis. We reported in our EFC {E. Fowler Clarke - Electrical Engineer} 2/T5.9.21 that we found the Bosch condenser to heat up due to di-electric losses on 200 volts A.C. 50~, allowing quite a large leakage conductance. x 2894 As stated in Hs {Lord Ernest Hives - Chair} 7/LG16.9.21, the combination of a Bosch condenser of .5 mf. and tungsten points is running on chassis 1EX. We are also running on the bench a combination of tungsten points with condenser capacity of double the normal amount. EFC. {E. Fowler Clarke - Electrical Engineer} | ||
From the Rolls-Royce experimental archive: a quarter of a million communications from Rolls-Royce, 1906 to 1960's. Documents from the Sir Henry Royce Memorial Foundation (SHRMF).