Various issues with Goshawk-11 models, including bonnet catches, oil fillers, rattles, and universal joints.
| Identifier | ExFiles\Box 46\2\ Scan165 | |
| Date | 13th April 1922 | |
| Hs. {Lord Ernest Hives - Chair} from EF. X4086 EF1/LG13.4.22. GOSHAWK(Aero Engine)(Codename for 20HP Car / Aero Engine after Kestrel(Aero Engine))-11. X4219 X4086 Further to your report dated last Sunday (8th.inst) :- Springs for the bonnet catches. Those which we are now using are 42 lbs., and are used on 5/6/7-Goshawk(Aero Engine)(Codename for 20HP Car / Aero Engine after Kestrel(Aero Engine))-11. Oil Filler. The oil fillers on 5/6/7-Goshawk(Aero Engine)(Codename for 20HP Car / Aero Engine after Kestrel(Aero Engine))-11 are fitted with more angle, which is the present standard, but I am given to understand, however, that the one on 4-Goshawk(Aero Engine)(Codename for 20HP Car / Aero Engine after Kestrel(Aero Engine))-11 is obsolete and has the trouble of being difficult to fill up as you suggest. This point you can confirm when you are able to inspect 6-Goshawk(Aero Engine)(Codename for 20HP Car / Aero Engine after Kestrel(Aero Engine))-11, along with 4-Goshawk(Aero Engine)(Codename for 20HP Car / Aero Engine after Kestrel(Aero Engine))-11. Rattles on 6-Goshawk(Aero Engine)(Codename for 20HP Car / Aero Engine after Kestrel(Aero Engine))-11. I have already sent you further information as regards this point and should certainly be glad to hear from you when you have gone into this matter after the car has arrived at Le Canadel(Henry Royce's French residence). As regards the adjustment of the slipper drive, I quite agree with the point you raise that this adjustment requires skill, and this we discovered when testing out 5/6-Goshawk(Aero Engine)(Codename for 20HP Car / Aero Engine after Kestrel(Aero Engine))-11 engines on the Unit Test Bed, and the matter was taken up with the Wks. and the D.O. and definite clear instructions given how this adjustment should be made and how it should be finally checked; a test we made, that the slipper should slip when a certain range of "inch lbs." is applied. I appreciate that the trouble may be due to out-of-balance, or faulty fixing of the Universal Joint and it is a point I am taking up and will test out on 7-Goshawk(Aero Engine)(Codename for 20HP Car / Aero Engine after Kestrel(Aero Engine))-11. As a matter of fact, we have now tested 7-Goshawk(Aero Engine)(Codename for 20HP Car / Aero Engine after Kestrel(Aero Engine))-11, but this car does not appear to have this trouble, unless it is to a very slight degree, but not objectionable as in the case of 6-Goshawk(Aero Engine)(Codename for 20HP Car / Aero Engine after Kestrel(Aero Engine))-11. We will, however, inspect the universal joints and question of balance and see whether we can, on this car, reproduce the rattle referred to on 6-Goshawk(Aero Engine)(Codename for 20HP Car / Aero Engine after Kestrel(Aero Engine))-11. Before doing this, however, we hope to receive some news from you on this matter as possibly 6-Goshawk(Aero Engine)(Codename for 20HP Car / Aero Engine after Kestrel(Aero Engine))-11 may now be quite O.K. in this respect. You must drive from your mind the fact that the "lock-out" is not effecting experimental work. We are in a very difficult position to get parts produced unless we are able to obtain raw material from stock and have machined under H'C's supervision, and then it has to be done by Apprentices, consequent ly considerable scrap and time taken etc. When H. {Arthur M. Hanbury - Head Complaints} instructed stronger levers, I was able to get Wor {Arthur Wormald - General Works Manager} 's sympathy that such would have to be made, but he could not have them made in the Works, even hand forgings, and attempted to have them made by some other people, but even this fell through and Wor. {Arthur Wormald - General Works Manager} contd:- | ||
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).